Integrated vehicle control system using dynamically determined vehicle conditions

ABSTRACT

A vehicle includes a control system that is used to control a vehicle system. The control system determines a roll condition in response to a yaw rate sensor and a pitch rate sensor without having to use a roll rate sensor. A relative roll angle, relative pitch angle, global roll angle, and global pitch angle may also be determined. A safety system may be controlled in response to the roll condition, roll angle, or the pitch angles individually or in combination.

CROSS REFERENCE

This application is a divisional of U.S. application Ser. No. 11/230,275filed on Sep. 19, 2005, now U.S. Pat No. 7,590,481 herein incorporatedby reference.

TECHNICAL FIELD

The present invention relates generally to a control apparatus forcontrolling an automotive vehicle in response to sensed dynamicbehavior, and more specifically, to a method and apparatus fordetermining various conditions of the vehicle in real time andcontrolling individual or multiple vehicle control systems based onthese conditions.

BACKGROUND

The vehicle control systems for automotives have increased significantlyrecently. They include the following vehicle dynamics control or activesafety systems such as ESC (yaw stability control), RSC (roll stabilitycontrol), ACC (adaptive cruise control), HD/A/HC (hilldecent/ascent/hold control), ABS (anti-lock brake system), EBD(electronic brake distribution), TCS (traction control system),suspension control systems, steering controls, drive-train controls,engine controls, etc. Many of these systems activate available actuatorsin response to the sensed vehicle and drive conditions so as to augmentthe driver's driving capability and to improve the driving comfort andto prevent accidents from happening.

Both OEMs (original equipment manufacturers) and the auto suppliers areinvolved in the development and implementation of such vehicle dynamicscontrol systems. The OEMs mainly focus on system level performance andon how to interact with or supervise various systems supplied by theauto suppliers. The OEMs may need a vehicle system level ECU (electroniccontrol unit) separate from the suppliers' ECUs to conduct such aninteraction and supervision. Hence it is the OEM's job to coordinatedifferent functions residing in different ECUs so as to guarantee thatall the suppliers' ECUs work seamlessly together to achieve favorablevehicle system level performance. The auto suppliers mainly focus ondeveloping individual control functions residing on their correspondingECUs.

With current advances in mechatronics, the aforementioned controlsystems are being designed to achieve unprecedented performance, whichbefore were only deemed suitable for spacecraft and aircraft. Forexample, the gyro sensors widely used in aircraft have now been used forachieving better and new control functions; the anti-lock brake systemonce invented for airplanes has now become a standard commodity forautomotives and its capability is still unlocking due to the betterdiscrimination of the vehicle operating states. The current costreduction trend in hardware technology is opening room for the additionof more sensors and more actuators to be used in developing newfunctions and in achieving better vehicle dynamics and safety controls.Although auto suppliers are playing important roles here, occasionally,OEMs may also be involved in this area.

Besides the aforementioned ECU integration and development of newfunctions, function integration is receiving more and more attention. Afunction integration is also important due to the increasing usage ofmultiple actuators and the fact that many of the actuators can affectmultiple control functions. That is, there are operational overlaps suchthat multiple actuators could affect the same type of control functionsspecified for certain vehicle dynamics (for example, both ESC and RSCcan alter the vehicle oversteer). It is desirable to coordinate thedifferent control functions so as to achieve the optimized system levelperformance and eliminate potential performance conflicting operations.One of the key enablers for coordinating multiple control functions isthat the vehicle dynamics conditions used in individual controlfunctions are determined based on the sensors in an integration sense.This can apparently be achieved if all the sensors used in measuring thevarious vehicle system states are all utilized simultaneously andcertain new types of motion sensors are introduced for further vehicledynamics discrimination. Such a sensing technology is called anIntegrated Sensing System in this invention. Typical vehicle dynamicsstates required by multiple vehicle control systems include thevariables characterizing the three-dimensional motions of a vehicle andthe variables characterizing the control functions controlling suchthree-dimensional vehicle dynamics.

In an ESC and a RSC system, the control task involves three-dimensionalmotions along the vehicle roll and yaw angular directions, and itslongitudinal and lateral directions. The coupling between differentmotion directions in those two systems may not be as strong as in anaircraft or a spacecraft. However they cannot be neglected in real timedetermination of vehicle operation states and in most of the maneuvers.For example, the excessive steering of a vehicle will lead to anexcessive yaw and lateral motion, which further introduces large rollmotion of the vehicle body towards the outside of the turn. If a driverbrakes the vehicle during the excessive steering, the vehicle body willalso have pitch and deceleration motions in addition to the roll, yawand lateral motions. Hence, a successful control system must involve anaccurate determination of the vehicle body attitudes due to the dynamicmaneuvers. Such attitudes are of a relative feature, that is, they startto be computed when aggressive steering starts. The attitudes are calledrelative attitudes.

Notice that there are two types of relative attitudes. One is solely dueto the suspension motion, which is a good indication of the relativedisplacement between the vehicle body and the axles of the wheels. Suchrelative attitudes are called the chassis relative attitudes. The otherrelative attitudes are due to the angular difference between the vehiclebody and the average road surface determined by the four tire-roadcontact patches. Such relative attitudes are called the vehiclebody-to-road relative attitudes. Notice also that when the four wheelsare contacting the road, the body-to-road relative attitudes are thesame as the chassis relative attitudes. When there is at least one wheelup in the air such as in a rollover event, the magnitudes of thebody-to-road relative attitudes are greater than the magnitudes of thechassis relative attitudes.

The vehicle angular motion such as roll, pitch and yaw can be measuredthrough the gyro sensors such as roll rate, pitch rate and yaw ratesensors. However, the measurements of all those angular rates are of anabsolute nature, i.e., they are all measured with respect to the sealevel. Hence a continuous computation of the vehicle attitudes based onthe three angular rate sensors can only provide vehicle attitudes withrespect to the sea level. Such vehicle attitudes are called globalattitudes.

The vehicle global attitudes may be used to capture the road profilessuch as road bank and slope. For example, if a vehicle is driven on athree-dimensional road surface, the difference between the globalattitudes calculated from angular rate sensors and the maneuver-inducedrelative attitudes can be well used to define the road bank andinclination experienced by the vehicle. If the road surface is flat andthe vehicle is in a steady state driving condition, then the vehicleglobal attitudes are the same as the road bank and inclination.

One reason to distinguish the aforementioned relative and globalattitudes is that vehicles are usually driven on a three-dimensionalroad surface of different terrains, not always on a flat road surface.For example, driving on a road surface with a large road bank increasesthe roll attitude of a vehicle, hence increasing the rollover tendencyof the vehicle. That is, a very large global roll attitude may wellimply an uncontrollable rollover event regardless of the flat roaddriving and the three-dimensional road driving. However, driving on athree-dimensional road with moderate road bank angle, the global rollattitude may not be able to provide enough fidelity for determining arollover event. Vehicular rollover happens when one side of the vehicleis lifted from the road surface with a long duration of time withoutreturning back. If a vehicle is driven on a banked road, the globalattitude sensing will pick up certain attitude information even when thevehicle does not experience any wheel lifting (four wheels are alwayscontacting the road surface) Hence a measure of the relative angulardisplacement of body-to-road relative attitudes provides more fidelitythan global roll attitude in detection of a potential rollover event.

Another need for relative attitudes is for yaw stability control. Thesideslip angle of the vehicle is a relative yaw angle with respect tothe vehicle path. Sideslip angle has a profound impact on vehicle yawcontrol performance. Since the lateral and longitudinal tire forces areall generated on the planes of the tire-road contact patches, Newton'slaw must balance the total forces on an average road plane, which is anaverage indication of the four tire-road contact patches. The frame,which is fixed on the average road surface defined by the four tirecontact patches but moves with the vehicle, is called a road frame.Transforming the sensor signals from the sensor frame mounted and fixedon the vehicle body to the road frame requires the knowledge of therelative attitudes between the road frame and the vehicle body frame,and between the vehicle body frame and the sensor frame.

Other than the relative and global attitudes, there is another vehiclebody attitude that corresponds to the road unevenness due to potholesand bumps. Such road unevenness induced vehicle body attitudes are of avibrational nature. That is, they are usually in high frequency and needto be attenuated through either passive or the controlled suspensions.Those attitudes may be called the vehicle vibration attitudes.

Besides the aforementioned vehicle body relative and global attitudes,the vehicle body translation motions are also of significance inachieving vehicle controls. The vehicle's lateral sliding motion usuallyincreases the vehicle dynamically-unstable tendency and makes thevehicle hard to control by ordinary drivers. Hence one of theperformance requirements in vehicle dynamics controls is to attenuatethe vehicle's lateral sliding motion as much as possible. Notice thatsuch a performance requirement is different from car racing, wherevehicle sliding motion is sacrificed for speed. One of the reasons isthat the race car drivers are capable and experienced drivers, who canhandle the vehicle well even if it is experiencing a large lateralsliding motion. The vehicle's lateral control variable is characterizedby its lateral velocity defined along the lateral direction of thevehicle body. Such a velocity cannot be directly measured and it isusually determined from the lateral accelerometer measurement. Theoutput of the lateral accelerometer is also related to the variablesother than the lateral velocity, which includes both gravity andcentripetal accelerations. On a banked road, gravity contributes to thelateral accelerometer measurement in addition to the vehicle's truelateral sliding acceleration and centripetal acceleration. Due to thefact that the gravity is fixed in both its magnitude and its directionwith respect to the sea level, the vehicle global attitudes can be usedto find the relative position between the gravity vector and the vehiclebody directions. For this reason, the vehicle global attitudes are usedto compensate the gravity influence in the measured lateral accelerationsuch that the vehicle lateral velocity due to pure lateral sliding canbe isolated and determined.

The vehicle's longitudinal motion can be controlled by the brake anddrivetrain controls. It can be captured through the wheel speed sensors,which measure the rotational rates of the four wheels. When the wheels'rolling radii are known and the wheel or wheels are free rolling, thevehicle longitudinal velocity can be accurately determined through wheelspeed sensor signals. During brake actuation or driving torque applying,the wheel or wheels are likely to deviate from the free rolling state.Therefore, the wheel speed sensors alone cannot provide accurate vehiclelongitudinal speed information. The gravity-compensated (through thevehicle's global pitch attitude) longitudinal acceleration sensorsignals can be used together with the wheel speed sensor to obtain anaccurate and robust vehicle longitudinal velocity.

With the aforementioned needs, it is apparent that additional sensorelements to the current sensor set used in current vehicle stabilitycontrols may be required.

In an ESC system, a CMS (centralized motion sensor) cluster mounted on acentralized place located within the vehicle body is used. Such a CMScluster includes a lateral (and/or longitudinal) accelerometer and a yawrate sensor and ESC uses such a CMS cluster together with certain DS(decentralized sensor) elements at the other locations such as the wheelspeed sensors and the steering wheel angle sensor.

The roll stability control system (short to RSC) offered in vehiclesfrom Ford Motor Company, uses a CMS cluster that adds an additional rollrate sensor to the ESC CMS cluster. The roll rate sensor is used inorder to discriminate the roll motion of the vehicle body so as tocontrol the potential rollover of a vehicle.

In the current invention, variations of the CMS cluster are used. Such acentralized motion sensor cluster could contain less than six, six, orgreater than six inertial sensor elements.

Hence it is desirable to design a centralized integrated sensing systemwhich uses the aforementioned centralized motion sensor cluster, thedecentralized sensor group including other discrete sensor units, theactuator specific sensor units, etc., to determine dynamics statesincluding various types of attitudes, the directional velocities,various forces and torques applied to the vehicle, driving conditionssuch as the road profile and vehicle loadings, etc. Various variablescalculated in such centralized integrated sensing system are provided tovarious individual ECUs and to the system level ECU, or to the differentpartitions within an ECU in an integration sense for achieving a refinedand optimized system level vehicle control performance. Such centralizedintegrated sensing system could reside within a system level ECU calledIVC ECU (integrated vehicle control ECU) or could also reside in one ofthe supplier's subsystem ECUs.

Besides being used in vehicle dynamics controls, the aforementionedintegrated sensing system may be used for active safety and passivesafety systems. Many vehicles such as sport utility vehicles and lighttrucks equipped with the aforementioned vehicle dynamic controls foraccident prevention are also equipped with other injury preventionfeatures such as advanced occupant protection systems including variousairbag systems and side curtains, crash mitigation system, pre-crashsensing systems, motorized seatbelt pretensioners, dynamic suspensionheight adjustment systems and the like. Currently, these systems operateas independent features or functions without realizing the synergisticbenefits, the system simplification, and cost saving opportunities froman integrated systems approach. It would therefore be desirable to sharethe sensor units as much as possible and share the sensing algorithmsand the computed variables so that cost savings and better system levelperformance may be achieved.

Due to the complexity of the vehicle control systems, it is sometimesnot enough for the OEMs to work only on integrating control functionsdeveloped exclusively by auto suppliers. Therefore the aforementionedcontrol function integration is never a simple job, especially when suchfunction integration involves the control function, logic and softwaredeveloped from both OEMs and auto suppliers. Many times, the controlfunction partition between the OEMs and the auto suppliers are crossedin order for the OEMs to achieve specific vehicle performancerequirements deemed important by the OEMs. For instance, the OEMssometimes develop their own control functions, which may be in subsystemlevel. Such functions are either the enhancement over the existingcontrol functions or new functions. For example, the RSC controlfunction (including both the algorithms and the production code runningin a production ECU environment) were developed by Ford Engineersin-house, and the brake system supplier is responsible for embeddingFord's software into its own brake ECU and interacting with other brakecontrol functions developed by the brake supplier. That is, physically,the new functions developed by the OEMs reside in one of the supplier'sECUs. In this case, the auto supplier has the responsibility tointegrate, into its own ECUs, the OEMs' software and its own softwarewhile the OEMs take the full responsibility for the overall vehiclesystem level function integration.

The OEMs could also develop a new subsystem level control function likeRSC, which resides in its own system level ECU. In this case, the autosuppliers need to provide certain interfaces such that OEMs' ECU couldaccess to each individual subsystem ECU.

Hence it is also desirable to define the function so as to guaranteethat the aforementioned OEM development can be feasibly implementedusing the current vehicle control system structure.

SUMMARY

In one aspect of this invention, an integrated vehicle control systemincludes an integrated sensing system, various actuators driven byvarious ECUs and various function-driven control algorithms residing invarious ECUs but interacting with each other in an integration sense toachieve a refined or new vehicle system level control performance. Theintegrated sensing system is driven by the measurements from all theequipped sensors such as the environment sensors, the crash sensors, theoccupant sensors, the actuator specific sensors, and the motion sensors.The function-driven control algorithms, although residing in differentECUs, could be coordinated through various ECU integrations.

In a further aspect of this invention, the motion sensor group includesa CMS (centralized motion sensor) cluster and various DS (decentralizedsensor) units. The CMS cluster in this invention could have variousconfigurations. The types of sensor elements used in the CMS cluster maybe all or some of the following six types: a roll rate type of sensorelement, a pitch rate type of sensor element, a yaw rate type of sensorelement, a longitudinal acceleration type of sensor element, a lateralacceleration type of sensor element and a vertical acceleration type ofsensor element. The number of the same type of sensors contained in theCMS cluster could be one or more than one. The angular types of sensorsmight have dual or multiple resolutions.

In one aspect of the invention, a CMS cluster is used in combinationwith the other decentralized sensor units to determine the dynamicsstates of a moving vehicle.

In a further aspect of the invention, the sensing algorithms using themeasurements from the CMS cluster together with the decentralized sensorunits includes sensor signal compensation, sensor plausibility check,vehicle attitude determination, abnormal state determination,directional velocity determination, vehicle parameter determination,force and loading determination, road profile determination, driverintension determination, and the like.

In another further aspect of this invention, a system level ECU calledIVDC (integrated vehicle dynamic control) is used to integrate, monitorand supervise all the different control functions delivered from variousECUs.

In another further aspect of this invention, some of the subsystem ECUsare used to host the OEM's control algorithms. In such a case, thesubsystem ECU is divided into the supplier's partition and the OEM'spartition. Both the supplier and the OEM need to define the interfacesbetween the two partitions and the suppliers are responsible forintegrating and arbitrating the final control commands sending tospecific actuators.

Other advantages and features of the present invention will becomeapparent when viewed in light of the detailed description of thepreferred embodiment when taken in conjunction with the attacheddrawings and appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagrammatic view of a vehicle with variable vectors andcoordinate frames according to the present invention.

FIG. 2 is a block diagram of a stability system according to the presentinvention.

FIGS. 3A-3B are the block diagrammatic embodiments of an ECU interfacingwith a supplier-based system.

FIG. 4 is a block diagram of a vehicle system according to the presentinvention.

FIG. 5 is a block diagram of a sensor cluster according to the presentinvention.

FIG. 6 is a block diagram of a sensor system according to the presentinvention.

FIGS. 7A-7F are block diagrams of various embodiments of a CMS sensorcluster.

FIG. 8 is a front view of an automotive vehicle illustrating variousangles according to the present invention.

FIG. 9 is a side view of an automotive vehicle illustrating variousvariables thereon.

FIG. 10 is a top view of a motor vehicle illustrating various operatingparameters of a vehicle experiencing a turning maneuver on a roadsurface.

FIG. 11 is a block diagram of a supplier/OEM priority system.

FIG. 12 is a block diagram of a vehicle operations state according toFIG. 11.

FIG. 13 is a logic flow diagram of a method for controlling a vehicledynamic system in accordance with a first embodiment of the presentinvention.

FIG. 14 is a logic flow diagram of a method for controlling a vehicledynamic system in accordance with a second embodiment of the presentinvention.

FIG. 15 is a logic flow diagram of a method for controlling a vehicledynamic system in accordance with a third embodiment of the presentinvention.

FIG. 16 is a logic flow diagram of a method for determining a lateralreference velocity.

FIG. 17 is a logic flow diagram for determining global roll and pitchattitudes.

FIG. 18 is a logic flow diagram for a fourth embodiment of theinvention.

FIG. 19 is a logic flow diagram for activating a restraint controlmodule.

DESCRIPTION OF THE PREFERRED EMBODIMENT

In the following figures the same reference numerals will be used toidentify the same components.

The present invention is preferably used in conjunction with vehicledynamics control systems, which include but are not limited to variouscontrol systems such as a yaw stability control system, a roll stabilitycontrol system, an anti-lock brake system, a traction control system, ahill hold control system, a hill descent/ascent control system, asuspension control system, a steering control system, a drive traincontrol system, an integrated vehicle control system for achieving abalanced vehicle ride and handling performance, the fuel economy, theactive and passive safety and the other vehicle level performances. Thesystem is also described with respect to certain centralized motionsensor cluster configurations which include multiple motion sensorelements packed within a centralized compact unit, various decentralizedsensor units and the sensing algorithms which utilize simultaneously allthe available sensor measurements in an integration sense. Such asensing function is called an Integrated Sensing System in the followingdescription.

Referring to FIG. 1, an automotive vehicle 10 with an integrated vehiclecontrol system of the present invention is illustrated with the variousforces and moments thereon. Vehicle 10 has front right (FR) and frontleft (FL) wheel/tires 13A and 13B and rear right (RR) wheel/tires 13Cand rear left (RL) wheel/tires 13D, respectively. The vehicle 10 mayalso have a number of different types of front steering systems 14 a andrear steering systems 14 b, including having each of the front and rearwheels configured with a respective controllable actuator, the front andrear wheels having a conventional type system in which both of the frontwheels are controlled together and both of the rear wheels arecontrolled together, a system having conventional front steering andindependently controllable rear steering for each of the wheels, or viceversa. Generally, the vehicle has a weight represented as Mg at thecenter of gravity of the vehicle, where g-=9.8 m/s² and M is the totalmass of the vehicle.

As mentioned before, the integrated vehicle control system may also beused with other dynamics control systems including active brake controlsystems, active/semi-active suspension systems, active/semi-activeanti-roll bar, active differential system, active front steering system,active rear steering system, powertrain control system or may be usedwith safety systems such as crash mitigation systems, airbags, sidecurtains, pretensioners or other safety devices deployed or activatedupon detecting the predetermined dynamic conditions of the vehicle.

A sensor system 16 is coupled to the integrated vehicle control system17. Now referring to FIG. 2, the sensor system 16 may comprise anoccupant sensor (OS) group 16 a, an environment sensor (ES) group 16 b,a crash sensor (CS) group 16 c, an actuator-specific sensor (AS) group16 d, and a motion sensor (MS) group 16 e. The sensor system 16 is shownadjacent to a vehicle dynamics box 9, which represents the physicalmovement of the vehicle. In other words, the sensors sense the movementof the vehicle and the interactions among different subsystems. Thevehicle dynamics box 9 are affected by the activation of actuators 12.

The integrated vehicle control unit 17 includes an IVC (integratedvehicle control) ECU 18 a, a RCM (restraint control module) ECU 19 a, asuspension control ECU 19 b, a 4×4 control module ECU 19 c, a PCM(powertrain control module) ECU 19 d, a steering control ECU 19 e, and abrake control module ECU 20. The integrated vehicle control system 17 iscoupled to and interacts with vehicle CAN network 5, dedicated (orprivate) CAN network 6 specified for individual applications and aintegrated actuator group 12.

The integrated actuator group 12 contains a passive safety module 12 a,a controlled suspension module 12 b, a drivetrain module 12 c, a enginesystem 12 d, a steering system 12 e and a brake system 12 f.

A vehicle system level supervision logic developed by the OEMs may beembedded in a integrated vehicle control ECU 18 a and may also beembedded in an ECU from a supplier system. The individual controlfunctions developed by the OEMs could also be embedded in the systemlevel ECU such as 18 a owned by the OEMs, or embedded in a supplier'sECU. FIG. 2 shows an OEM's function development 18 b embedded in thebrake control module 20. Such OEM developed functions interact with abrake supplier's function partition 21, which includes a sensor signalprocessing unit 20 d, function unit 20 c (including brake controlfunctions such as ESC including ABS, RSC, TCS, etc.), priority logic andsystem level commanding unit 20 b and an actuation distribution andcommanding unit 20 a.

Notice that the physical location of unit 18 a and 18 b in theintegrated vehicle control system only provides one possible functionintegration arrangement of an OEM function development. This can be seenin FIGS. 3A-3C, where three configurations are included. In FIG. 3A, theOEM's development is limited at the vehicle system level, i.e., only thesupervisory and monitoring logic are conducted in the system level IVCECU 18 a. The supplier's ECUs are set forth as 15 a, b, and c. In FIG.3B, the OEM involves both the development of new functions such as RSCdeveloped by Ford and a supervisory/monitoring logic 15 d for all thefunctions associated with each individual ECU from the suppliersincluding subsystem functions 15 e. Such functions are embedded in thesystem level ECU 18 a and the specific actuators can be driven by theOEM's function through the supplier's ECU.

FIG. 3C shows a case where the OEM's new development is embedded in oneof the suppliers ECUs and the OEM integrates the function developed bythe involved ECUs. Thus, the blocks 15 x and 15 y represent thesupplier's partitions and OEM partitions, respectively.

Referring now to FIG. 4, a further detailed interaction between thebrake ECU 20, sensors and the actuators are illustrated using anintegrated brake control system specified to the current invention isshown.

The brake ECU 20 contains the OEM's function 18 b and the supplier'sfunction 21. The brake ECU 20 receives measurements from the CMS clusterthrough a private control area network (CAN) 6, from the decentralizedsensor units such as a brake pressure transducer 23 a, a brake pedalsensor 23 c, a wheel speed sensors 23 d, 23 e, 23 f and 23 g, a steeringwheel sensor 23 h and ignition switch 29. The ECU 20 is powered by avehicle electrical distribution system. Brake control module ECU 20 alsoreceives the other signals such as the throttle information through thevehicle CAN network 5. The outputs of ECU 20 drive a hydraulic controlunit 24, which is mechanically connected to a booster assembly 25. Thebooster assembly 25 is also mechanically connected to a mastercylinder/reservoir 26 and a brake pedal assembly 27. The hydrauliccontrol unit 24 also sends brake fluid to each of four brake calipers 28a, 28 b, 28 c and 28 d. Notice that 23 a, 23 b, 23 c, 23 d, 23 e, 23 f,and 23 g consists of a subset of the decentralized sensor group; and theactuators 24, 25, 26, 28 a, 28 b, 28 c and 28 d compromise a subset ofthe integrated actuation system. This integrated brake control system isof the type of configuration of FIG. 3C.

Referring now to FIG. 5, the motion sensor group 16 e in FIG. 2 may befurther partitioned based on whether the multiple inertial sensors arepackaged at a single location as shown and how the decentralized sensorsare arranged in the vehicle. All the sensors, which are packaged in acentralized place in the vehicle body, are denoted as unit 22 which isalso called the CMS cluster. All the sensors which are located invarious places on the vehicle body consist of a decentralized sensorgroup 23.

Referring now to FIG. 6, a further detailed decentralized sensor group23 is shown, which includes a suspension height sensor set 30 that mayinclude four individual sensors located on the four corners of thevehicle; a vertical acceleration sensor set 31 used by the suspensioncontrol; the wheel speed sensors 23 d, 23 e, 23 f and 23 g which aremounted at each wheel and generate signals corresponding to therotational speed of each wheel; a steering wheel angle sensor 23 h; afront longitudinal impact acceleration sensor set 32 i which may includea single or multiple longitudinal accelerometers located on the frontbumper; a rear longitudinal impact acceleration sensor set 32 j whichmay include a single or multiple longitudinal accelerometers located onthe rear bumper; a left side impact lateral acceleration sensor set 32 kwhich may include two lateral acceleration sensors located on the frontleft door and the left C-pillar; a right side impact acceleration sensorset 32 l which may contain two lateral accelerometers located on thefront right door and the right C pillar. All the impact sensors areconnected to a private CAN network 8, which is dedicated to therestraint control module (RCM). The restraint control may includereversible and irreversible safety devices. Reversible devices mayinclude seat belt pretensioner, seat, window, sunroof, and doorcontrols; and the other decentralized sensors include but are notlimited to the brake pedal sensor 23 b, a brake on/off switch 23 c, tirepressure sensors 33, an acceleration pedal sensor 34, and occupantsensors 16 a.

Referring now to FIG. 7A-F, in CMS cluster 50, multiple inertial sensorelements are mounted orthogonally with each other on a printed circuitboard (PCB) together with a microcontroller/microprocessor 43, EEPROM41, voltage regulator 39, watchdog 40, a clock 48, and ASICs 49. The PCBis fixed in a sensor cluster housing 50 and sealed by a protectivecover. The internal data (including measured inertial signals, controlloop parameters, temperature signals) transfers between the differentsensor elements and the microcontroller and are done by a synchronousbi-directional serial data link with certain baud rate. The internaldata is then checked by the microcontroller and transformed in aCAN-matrix and transmitted via CAN to the requested ECU. The interfacesbetween the sensor cluster and the external CAN may include four pins,where two of them are used for power supply, and the other two fortransferring data via CAN.

In operation, the CMS cluster is preferably mounted directly on thecenter of gravity of the vehicle body. Ideally, the CMS cluster measuresthe vehicle body's motion variables along the vehicle's body-fixedframes which are along the directions x,y and z shown in FIG. 1. Asthose skilled in the art will recognize, the frame from b₁,b₂ and b₃ iscalled a body frame, whose origin is located at the center of gravity ofthe car body, with the b₁ corresponding to the x axis pointing forward,b₂ corresponding to the y axis pointing off the driving side (to theleft), and the b₃ corresponding to the z axis pointing upward. Noticethat the outputs of the CMS cluster are measurements along the sensorcluster's three orthogonal axes, s₁,s₂ and s₃ (not shown), whichindicate the longitudinal, lateral, and vertical directions of thesensor cluster. The vehicle body's longitudinal, lateral and verticaldirections are defined through axes b₁,b₂ and b₃. In order to use thesensor cluster to measure the vehicle body motions along the three bodyfixed axes b₁,b₂ and b₃, the CMS cluster may be mounted such that theaxes s₁,s₂ and s₃ are exactly along the directions of b₁,b₂ and b₃(shown in FIG. 1). Due to sensor mounting error, there may be amisalignment between the sensor cluster axes and the vehicle body fixedaxes. However, such sensor misalignment can be detected (see U.S. Pat.No. 6,782,315 issued Aug. 24, 2004, which is incorporated by referenceherein) and the sensor signals can be compensated to characterize thevehicle body variables along the vehicle body fixed axes. For thisreason, in the following discussion the sensor outputs are assumed to bethe same as the variables defined along the vehicle body axes. That is,as is best shown in FIG. 1, the longitudinal accelerometer has thesensing direction along b₁ axis, the lateral accelerometer has thesensing direction along b₂ axis, the vertical accelerometer has thesensing direction along b₃ axis, the roll rate sensor has the sensingdirection along b₁ axis, the pitch rate sensor has the sensing directionalong b₂ axis, the yaw rate sensor has the sensing direction along b₃axis. Also notice that the CMS cluster can be mounted on any locationwithin the vehicle body, however it can also be numerically translatedto any specific location of interest, such as the center of gravity ofthe vehicle body.

There are many types of arrangements and contents of the inertialelements inside the CMS cluster 50. Although the present inventioncovers the six configurations illustrated below in FIGS. 7A, 7B, 7C, 7D,7E, and 7F, other combinations of inertial sensor elements can besimilarly constructed.

Referring specifically to FIG. 7A, CMS cluster #1 includes a voltageregulator and monitor 39, a watchdog 40, an EEPROM 41, a CAN controller42, a microprocessor 43, a longitudinal accelerometer 44 a whose outputis denoted as a_(x), a lateral accelerometer 45 a whose output isdenoted as a_(y), a roll rate sensor element 46 a which has dual ormultiple resolution in order to achieve multiple operation range andwhose output is denoted as ω_(x), a yaw rate sensor element 47 a whichhas dual or multiple resolution whose output is denoted as ω_(z). Noticethat this sensor cluster is the same as the one used in the Ford RSCsystem. Only one difference is that both the roll and yaw rate sensorsneed to have a dual or multiple resolution, which can be achievedthrough minimum addition of hardware but proper algorithms embedded inthe microprocessor 43. For example, if the angular rate measurements arebelow certain threshold, a high resolution is used and if the angularrate measurements are above the same threshold a low resolution is used.In this way large roll and yaw rate cases may be monitored by thecurrent sensor cluster. This dual or multiple resolution may beimportant when the current sensor cluster is used for multiple purposessuch as for applications with both the RSC control (with medium range ofroll rate) and the rollover curtain deployment (with high range of rollrate).

Referring to FIG. 7B, another embodiment, the CMS cluster #2, includes avoltage regulator and monitor 39, a watchdog 40, an EEPROM 41, a CANcontroller 42, a microprocessor 43, a longitudinal accelerometer 44 bwhose output is denoted as a_(x), a low-g lateral accelerometer 45 bwhose output is denoted as a_(y1), a high-g lateral accelerometer 46 bwhose output is denoted as a_(y2), a vertical accelerometer 47 b whoseoutput is denoted as a_(z), a dual or multiple resolution yaw ratesensor element 48 b and whose output is denoted as ω_(z), and a dual ormultiple resolution roll rate sensor element 49 b and whose output isdenoted as ω_(x). The sensor cluster may be used for measuring andmonitoring vehicle motions for RSC control, side impact detection androllover curtain deployment. In this embodiment, only one side impactaccelerometer is integrated into this sensor cluster. There are otherimpact sensor units which are required to be mounted on specialdecentralized locations and which cannot be integrated into such a CMScluster.

Referring to FIG. 7C, another embodiment, the CMS cluster #3, includes avoltage regulator and monitor 39, a watchdog 40, an EEPROM 41, a CANcontroller 42, a microprocessor 43, a longitudinal accelerometer 44 cwhose output is denoted as a_(x), a lateral accelerometer 45 c whoseoutput is denoted as a_(y), a dual or multiple resolution roll ratesensor element 46 c whose output is denoted as ω_(x), a pitch ratesensor element 47 c whose output is denoted as ω_(y), and a dual ormultiple resolution yaw rate sensor element 48 c whose output is denotedas ω_(y).

Referring to FIG. 7D, another embodiment, the CMS cluster #4, includes avoltage regulator and monitor 39, a watchdog 40, an EEPROM 41, a CANcontroller 42, a microprocessor 43, a longitudinal accelerometer 44 dwhose output is denoted as a_(x), a lateral accelerometer 45 d whoseoutput is denoted as a_(y), a vertical accelerometer 46 d whose outputis denoted as a_(z), a pitch rate sensor element 47 d whose output isdenoted as ω_(y), a dual or multiple resolution roll rate sensor element48 d whose output is denoted as ω_(x), and a dual or multiple resolutionyaw rate sensor element 49 d whose output is denoted as ω_(z). Noticethat this sensor cluster is the same as the so-called IMU (inertialmeasurement unit), which is widely used in the aerospace industry,except for the dual or multiple resolution requirement for the roll andyaw angular rates.

Referring to FIG. 7E, another embodiment, the CMS cluster #5, includes avoltage regulator and monitor 39, a watchdog 40, an EEPROM 41, a CANcontroller 42, a microprocessor 43, a longitudinal accelerometer 44 ewhose output is denoted as a_(x), a low-g lateral accelerometer 45 ewhose output is denoted as a_(y1), a high-g lateral accelerometer 46 ewhose output is denoted as a_(y2), a vertical acceleration 47 e whoseoutput is denoted as a_(z), a pitch rate sensor element 48 e whoseoutput is denoted as ω_(y), a dual or multiple resolution yaw ratesensor element 49 e whose output is denoted as ω_(z), and dual ormultiple resolution roll rate sensor element 50 e whose output isdenoted as ω_(x). This sensor cluster may be used for vehicle dynamicscontrols, side impact determination, airbag, and rollover curtaindeployment.

Referring to FIG. 7F, in another embodiment, the CMS cluster #6,includes a voltage regulator and monitor 39, a watchdog 40, an EEPROM41, a CAN controller 42, a microprocessor 43, a low-g longitudinalaccelerometer 44 f whose output is denoted as a_(x), a high-glongitudinal accelerometer 45 f whose output is denoted as a_(x2), alow-g lateral accelerometer 46 f whose output is denoted as a_(y1), ahigh-g lateral accelerometer 47 f whose output is denoted as a_(y2), avertical acceleration 48 f whose output is denoted as a_(z), a pitchrate sensor element 49 f whose output is denoted as ω_(z), a dual ormultiple resolution pitch rate sensor element 50 f whose output isdenoted as ω_(y), and a dual or multiple resolution roll rate sensorelement 51 f whose output is denoted as ω_(x). Notice that this sensorcluster may be used for various vehicle dynamics controls, side impactdetermination, front and rear impact/crash determination, driver andpassenger airbag deployments, and rollover curtain deployment.

Together with the sensor signals in the decentralized sensor units, anyof the aforementioned CMS cluster embodiments may be used tocharacterize the vehicle body motion variables. The vehicle longitudinalvelocity is denoted as ν_(x), the vehicle body roll attitude withrespect to the sea level as θ_(x), the vehicle body pitch attitude withrespect to the sea level as θ_(y), the vehicle body lateral velocity atthe sensor location but measured along the vehicle body fixed lateralaxis as ν_(y).

Referring now to FIG. 8, the relationship of the various angles of thevehicle 10 relative to the road surface 11 is illustrated. In FIG. 8, areference road bank angle θ_(bank) is shown relative to the vehicle 10on a road surface. The vehicle has a vehicle body 10 a and wheel axle 10b. The wheel departure angle θ_(wda) is the angle between the wheel axleand the road. The relative roll angle θ_(xr), is the angle between thewheel axle 10 b and the body 10 a. The global roll angle θ_(x) is theangle between the horizontal plane (e.g., at sea level) and the vehiclebody 10 a.

Another angle of importance is the linear bank angle. The linear bankangle is a bank angle that is calculated more frequently (perhaps inevery loop) by subtracting the afore-mentioned relative roll angle fromthe calculated global roll angle. If all things were slowly changingwithout drift, errors or the like, the linear bank angle and referenceroad bank angle terms would be equivalent.

During an event causing the vehicle to roll, the vehicle body is subjectto a roll moment due to the coupling of the lateral tire force and thelateral acceleration applied to the center of gravity of vehicle body.This roll moment causes suspension height variation, which in turnresults in a vehicle relative roll angle (also called chassis roll angleor suspension roll angle). The relative roll angle is an importantvariable that is used as an input to the RSC activation criteria and toconstruct the feedback brake pressure command for RSC function, since itcaptures the relative roll between the vehicle body and the axle. Thesum of such a chassis roll angle and the roll angle between wheel axleand the road surface (called wheel departure angle) provides the rollangle between the vehicle body and the average road surface, which isone of the important variables feeding back to the roll stabilitycontrol module.

Referring now to FIG. 9, an automotive vehicle 10 is illustrated withvarious parameters illustrated thereon. The side view of automotivevehicle 10 is illustrated. A front suspension 52 f and a rear suspension52 r are illustrated. The suspensions are coupled to the body at arespective suspension point 54 f, 54 r. The distance from the suspensionpoint 54 f to the center of the wheel is labeled z_(sh). The distancefrom the center of gravity CG to the front suspension is labeled asb_(f). The distance from the CG to the rear suspension point 54 r islabeled as b_(r). The vertical distance between the center of gravityand the suspension point is labeled as h_(cg). A portion of the bodyaxis b₃ and the road axis r₃ are illustrated. The angle therebetween isthe relative pitch angle θ_(yr). The rolling radius of the tire islabeled as z_(w).

Referring now to FIG. 10, a top view of vehicle 10 is illustrated. Thelateral and longitudinal velocities of the center of gravity are ν_(x)and ν_(y), a yaw angular rate is ω_(z), a front wheel steering angle isδ, lateral acceleration is represented by a_(y), and longitudinalacceleration is represented by a_(x).

By using signals from the CMS cluster #1 and neglecting the verticalmotion of the vehicle, the following relationships in digitalenvironment are set forth:a _(x) =dν _(x)−ω_(z)ν_(y) −g sin(θ_(y))a _(y) =dν _(y)+ω_(z)ν_(x) +g sin(θ_(x))cos(θ_(y))dθ _(xl)=ω_(xl)+[ω_(y) sin(θ_(x))+ω_(z) cos(θ_(x))] tan(θ_(y)) if in lowresolutiondθ _(xh)=ω_(xh)+[ω_(y) sin(θ_(x))+ω_(z) cos(θ_(x))] tan(θ_(y)) if inhigh resolution  (1)where dν_(x) and dν_(y) are the time derivatives of ν_(x) and ν_(y).dθ_(xl) and dθ_(xh) are the time derivatives of the low resolution rollangle θ_(xl) and the high resolution roll angle θ_(xh). Notice that, theyaw rate ω_(z) may be the low resolution yaw rate ω_(zl) or the highresolution yaw rate ω_(zh), but there is no need to differentiate themin (1). Theoretically, through the above set of relationships, thevehicle motion states may not be uniquely determined due to the lack ofinformation in pitch angle. Practically, using dynamics conditionscreening and the other decentralized sensor units, the pitch angle maybe either neglected or be conditionally determined or approximated.Along this line of thinking, the RSC roll sensing has been conducted asin a series of patent and patent applications (see for example, U.S.Pat. Nos. 6,556,908, 6,631,317, 6,671,595, 6,718,248, 6,715,240,6,915,193, the disclosures of which are incorporated by referenceherein.). The accuracy of the roll angle may be different for differentroll rate ranges. For example, for roll rate with magnitudes below 94deg/sec, the roll angle has high resolution denoted as θ_(xh). For rollrate magnitude beyond 94 deg/sec, a low resolution roll angle iscomputed which is denoted as θ_(xl).

By using signals from the CMS cluster #2, the following relationshipsare set forth:a _(x) =dν _(x)+ω_(y)ν_(z)−ω_(z)ν_(y) −g sin(θ_(y))a _(y1) =dν _(y)+ω_(z)ν_(x)−ω_(x)ν_(z) +g sin(θ_(x))cos(θ_(y))a _(y2) =dν _(y)+ω_(z)ν_(x)−ω_(x)ν_(z) +g sin(θ_(x))cos(θ_(y))a _(z) =dν _(z)+ω_(x)ν_(y)−ω_(y)ν_(x) +g cos(θ_(x))cos(θ_(y))dθ _(xl)=ω_(xl)+[ω_(y) sin(θ_(x))+ω_(z) cos(θ_(x))] tan(θ_(y)) if in lowresolutiondθ _(xh)=ω_(xh)+[ω_(y) sin(θ_(x))+ω_(z) cos(θ_(x))] tan(θ_(y)) if inhigh resolution  (2)where ν_(z) is the vertical velocity of the vehicle body along itsvertical direction. dν_(z) is the time derivative of ν_(z). dθ_(xl) anddθ_(xh) are the time derivatives of the low resolution roll angle θ_(xl)and the high resolution roll angle θ_(xh). The set of relationships in(2) is similar to the CMS cluster #1 case in which the vehicle statesare theoretically unobservable due to lack of pitch information.

By using signals from the CMS cluster #3 and neglecting the verticalmotion of the vehicle, the following relationships are set forth:a _(x) =dν _(x)−ω_(z)ν_(y) −g sin(θ_(y))a _(y) =dν _(y)+ω_(z)ν_(x) +g sin(θ_(x))cos(θ_(y))dθ _(xl)=ω_(xl)+[ω_(y) sin(θ_(x))+ω_(z) cos(θ_(x))] tan(θ_(y)) if in lowresolutiondθ _(xh)=ω_(xh)+[ω_(y) sin(θ_(x))+ω_(z) cos(θ_(x))] tan(θ_(y)) if inhigh resolutiondθ _(y)=ω_(y) cos(θ_(x))−ω_(z) sin(θ_(x))  (3)where dθ_(y) is the time derivative of the pitch angle θ_(y). Throughthe set of relationships in (3), the vehicle motion variablesν_(x),ν_(y), θ_(xl), θ_(xh), θ_(y) may be determined.

By using signals from the CMS cluster #4 and neglecting the verticalmotion of the vehicle, the following relationships are set forth:a _(x) =dν _(x)−ω_(z)ν_(y) −g sin(θ_(y))a _(y) =dν _(y)+ω_(z)ν_(x) +g sin(θ_(x))cos(θ_(y))a _(z) =dν _(z)+ω_(x)ν_(y)−ω_(y)ν_(x) +g cos(θ_(x))cos(θ_(y))dθ _(xl)=ω_(xl)+[ω_(y) sin(θ_(x))+ω_(z) cos(θ_(x))] tan(θ_(y)) if in lowresolutiondθ _(xh)=ω_(xh)+[ω_(y) sin(θ_(x))+ω_(z) cos(θ_(x))] tan(θ_(y)) if inhigh resolutiondθ _(y)=ω_(y) cos(θ_(x))−ω_(z) sin(θ_(x))  (4)where dν_(z) is the time derivative of the vehicle's vertical velocityν_(z). Through the set of relationships in (4), the vehicle motionvariables ν_(x), ν_(y), ν_(z), θ_(xl), θ_(xh), θ_(y) may be determined.Notice that ν_(z) is a variable used in the suspension heave controlwhile the rest of variables form one embodiment of a minimum set of corevehicle motion states for vehicle stability controls. The core set ofstates depends on various parameters such as the vehicle configuration,desired accuracy, known variables, and the like.

By using signals from the CMS cluster #5 and neglecting the verticalmotion of the vehicle, the following relationships are set forth:a _(x) =dν _(x)−ω_(z)ν_(y) −g sin(θ_(y))a _(y1) =dν _(ynsi)+ω_(z)ν_(x) +g sin(θ_(x))cos(θ_(y))a _(y2) =dν _(ysi)+ω_(z)ν_(x) +g sin(θ_(x))cos(θ_(y))dθ _(xl)=ω_(xl)+[ω_(y) sin(θ_(x))+ω_(z) cos(θ_(x))] tan(θ_(y)) if in lowresolutiondθ _(xh)=ω_(xh)+[ω_(y) sin(θ_(x))+ω_(z) cos(θ_(x))] tan(θ_(y)) if inhigh resolutiondθ _(y)=ω_(y) cos(θ_(x))−ω_(z) sin(θ_(x))  (5)where dν_(ynsi) is the time derivative of the lateral velocity ν_(ynsi)during non-side-impact event, and dν_(ysi) is the time derivative of thelateral velocity ν_(ysi) during side impact.

By using signals from the CMS cluster #6 and neglecting the verticalmotion of the vehicle, the following relationships are set forth:a _(x1) =dν _(x)−ω_(z)ν_(y) −g sin(θ_(y))a _(x2) =dν _(x)−ω_(z)ν_(y) −g sin(θ_(y))a _(y1) =dν _(y)+ω_(z)ν_(x) +g sin(θ_(x))cos(θ_(y))a _(y2) =dν _(y)+ω_(z)ν_(x) +g sin(θ_(x))cos(θ_(y))dθ _(xl)=ω_(xl)+[ω_(y) sin(θ_(x))+ω_(z) cos(θ_(x))] tan(θ_(y)) if in lowresolutiondθ _(xh)=ω_(xh)+[ω_(y) sin(θ_(x))+ω_(z) cos(θ_(x))] tan(θ_(y)) if inhigh resolutiondθ _(y)=ω_(y) cos(θ_(x))−ω_(z) sin(θ_(x))  (6)

Notice that the dual or multiple resolution for the roll and yaw angularrate signals can be conducted through minimum addition of hardware andthrough algorithms embedded in the microprocessor within a CMS cluster.

Basic Relationships Among the Variables of Interest

The fundamental relationships among the vehicle state variables might beconditionally obtained through the relationships in Equations (1)-(6)may be calculated. Notice also that due to the sensor offset,temperature drift, nonlinearity in scaling factors, direct integrationsof the differential Equations (1)-(6) is usually difficult for practicalimplementation.

If the CMS cluster #3, #4, #5, #6 are used, then the following variablesmay be computed which are solely based on the three angular rate sensors

$\begin{matrix}{{\theta_{{xss}\; 1} = {\sin^{- 1}\left\{ \frac{\omega_{y}}{\sqrt{\omega_{y}^{2} + \omega_{z}^{2}}} \right\}}}{\theta_{{yss}\; 1} = {{- \tan^{- 1}}\left\{ \frac{\omega_{x}}{\sqrt{\omega_{y}^{2} + \omega_{z}^{2}}} \right\}}}} & (7)\end{matrix}$

Notice that the vehicle body global roll and pitch attitudes θ_(x) andθ_(y) may be related to θ_(xss1) and θ_(yss1) as in the following

$\begin{matrix}{{\theta_{x} = {\theta_{{xss}\; 1} - {\sin^{- 1}\left\{ \frac{d\;\theta_{y}}{\sqrt{\omega_{y}^{2} + \omega_{z}^{2}}} \right\}}}}{\theta_{y} = {{- \tan^{- 1}}\left\{ \frac{{\sqrt{\omega_{y}^{2} + \omega_{z}^{2}}{\tan\left( \theta_{{yss}\; 1} \right)}} - {d\;\theta_{x}}}{\sqrt{\omega_{y}^{2} + \omega_{z}^{2} - {d\;\theta_{y}^{2}}}}\; \right\}}}} & (8)\end{matrix}$and it may be proven that θ_(x)=θ_(xss1) and θ_(y)=θ_(yss1) when {dotover (θ)}_(x)=0 and {dot over (θ)}_(y)=0 i.e., when the body roll andpitch attitudes are in a steady state condition.

If the vehicle's longitudinal velocity ν_(x) is available, then thefollowing two variables may be calculated

$\begin{matrix}{{\theta_{{yss}\; 2} = {\sin^{- 1}\left( \frac{{dv}_{x} - a_{x} - {\omega_{z}v_{ylin}}}{g} \right)}}{\theta_{{xss}\; 2} = {\sin^{- 1}\left( \frac{a_{y} - {\omega_{z}v_{x}} - {d\left\lbrack v_{ylin} \right\rbrack}}{g\;{\cos\left( \theta_{{yss}\; 2} \right)}} \right)}}} & (9)\end{matrix}$where ν_(ylin) is the so-called linear lateral velocity which might becomputed from a bicycle model in the following

$\begin{matrix}{v_{ylin} = {\frac{{{- I_{z}}{d\left\lbrack \omega_{z} \right\rbrack}} + M_{z} + {b_{f}{M\left\lbrack {a_{y} - {g\;{\sin\left( \theta_{x} \right)}{\cos\left( \theta_{y} \right)}}} \right\rbrack}}}{b_{r}c_{r}}v_{x}}} & (10)\end{matrix}$where M_(z) is the yawing moment due to the stability control, which maybe estimated based on the desired yawing moment command, the appliedbrake pressures at each of the calipers and the estimated road surfaceμ; I_(z) is the yaw momentum of inertia of the vehicle; M is the vehicletotal mass; b_(f) is the distance from the vehicle center of gravity tothe front axle; b_(r) is the distance from the vehicle center of gravityto the rear axle; and c_(r) is the sum of the nominal corneringstiffness of the rear tires.

Notice that the vehicle body global roll and pitch attitudes θ_(x) andθ_(y) may be related to θ_(xss2) and θ_(yss2) as in the following

$\begin{matrix}{{\theta_{y} = {\sin^{- 1}\left( {{\sin\left( \theta_{{yss}\; 2} \right)} - \frac{\omega_{z}\Delta\; v_{y}}{g}} \right)}}{\theta_{x} = {\sin^{- 1}\left( {{{\sin\left( \theta_{{xss}\; 2} \right)}\frac{\cos\left( \theta_{{yss}\; 2} \right)}{\cos\left( \theta_{y} \right)}} - \frac{d\left\lbrack {\Delta\; v_{y}} \right\rbrack}{g\;{\cos\left( \theta_{y} \right)}}} \right)}}} & (11)\end{matrix}$whereΔν_(y)=ν_(y)−ν_(ylin)  (12)d[Δν_(y)] is the time derivative of Δν_(y). It may be proven thatθ_(x)=θ_(xss2) and θ_(y)=θ_(yss2) when Δν_(y)=0, i.e., when if thevehicle lateral velocity is the as the computed linear lateral velocity.

Considering the vehicle attitudes are small enough such that the smallangle assumption holds, then Equations in (10) can be simplified to thefollowing

$\begin{matrix}{{\theta_{y} = {\theta_{{yss}\; 2} - {\omega_{z}\frac{\Delta\; v_{y}}{g}}}}{\theta_{x} = {\theta_{{xss}\; 2} - \frac{d\left\lbrack {\Delta\; v_{y}} \right\rbrack}{g}}}} & (13)\end{matrix}$Equations (13) characterize a simplified functional relationship amongthe unknowns θ_(x), θ_(y). It is evident that θ_(x), θ_(y) and Δν_(y)may not be decoupled from accelerations in most situations.

In order to obtain the functional relationship between an individualunknown with the measured signals, the Euler pitch angle equation isused. Considering the vehicle attitude angles are usually small angles,hence the pitch angle velocity can be directly related to the pitch ratesensor signal, the yaw rate sensor signal and the unknown roll attitudeθ_(x) as in the following:dθ _(y)≈ω_(y)−ω_(z)θ_(x)  (14)

Plugging into Equation (14) the roll angle computed in Equation (13),the unknown θ_(x) is eliminated to obtain

$\begin{matrix}{{d\;\theta_{y}} \approx {\omega_{y} - {\omega_{z}\left( {\theta_{{xss}\; 2} - \frac{d\left\lbrack {\Delta\; v_{y}} \right\rbrack}{g}} \right)}}} & (15)\end{matrix}$

On the other hand, from the pitch computation in (13), the pitch anglevelocity is solely related to the unknown Δν_(y) and itstime-differentiation d[Δν_(y)], this may be obtained by differentiatingthe first equation of (13) and expressed in the following:

$\begin{matrix}{{d\;\theta_{y}} = {{d\;\theta_{{yss}\; 2}} - {d\;\omega_{z}\frac{\Delta\; v_{y}}{g}} - {\omega_{z}\frac{d\left\lbrack {\Delta\; v_{y}} \right\rbrack}{g}}}} & (16)\end{matrix}$

By comparing Equations (15) and (16) and eliminating the unknown dθ_(y),an equation with a sole unknown of the lateral velocity difference maybe obtained. This is a first order differentiation equation as shownbelow2ω_(z) d[Δν _(y) ]+dω _(z)Δν_(y) =S _(p)  (17)where S_(p) is called a sliding index, which is a function of pitchrate, yaw rate, the steady-state roll attitude angle and the steadystate pitch roll angle velocity. More specifically, this sliding indexmay be expressed asS _(p)=(dθ _(yss2)−ω_(y)+ω_(z)θ_(xss2))g  (18)

S_(p) is a function of the lateral and longitudinal accelerations, thevehicle velocity, the yaw rate and the pitch rate but is independent ofthe roll rate. S_(p) is calculated from the measured sensor signals andthe calculated variables from the measured sensor signals. The magnitudeof S_(p) implies the magnitude of the sideslip tendency of the vehicle,and hence the name sliding index.

On the other hand, if another sliding index may be denoted asS _(r)=(dθ _(xss2)−ω_(x)−ω_(z)θ_(yss2))g  (19)through the similar discussion as the above, the lateral velocitydifference satisfies the following single differential equationd ²[Δν_(y)]−ω_(z) ²Δν_(y) =S _(r)  (20)

S_(r) is a function of the lateral and longitudinal accelerations, thevehicle velocity, the yaw rate and the roll rate but is independent ofthe pitch rate.

Sensor Plausibility Check

The sensor failures may be detected through sensor self tests and sensorelectronic monitoring. Both sensor self test and the sensor electronicmonitoring are conducted by checking if the measurement from a sensor ofinterest is within the sensor specifications which are usually definedthrough the lower and upper bounds and various change rate limitationsof the sensor signal. Since it is possible for a specific sensor to havea failure without violating the sensor specification, it may bedesirable to conduct in-spec sensor failure check.

In the following it is assumed that the single failure hypothesis istrue, i.e., at any given time instant, there is only one sensor thatcould be failed. Therefore it might be possible to use theinterrelationship among the various vehicle motion states to detect asingle “in-spec” sensor failure which obeys the single failurehypothesis. The method using the other sensor signals to check if aspecific sensor is in failure mode is called sensor plausibility check.

First, a roll rate sensor plausibility can be determined through thesensors such as a lateral accelerometer, a longitudinal accelerometer, apitch rate sensor and a yaw rate sensor. There are many methods toconduct the roll rate plausibility check for example, by comparing thevehicle roll angle computed from roll rate sensor and the roll anglecomputed from the roll dynamics model of the vehicle body.

Using calculus, the solution for the unknown change in lateral velocityΔν_(y) from (17) which may be expressed as a function of the slidingindex S_(p), the yaw rate sensor signal without using any informationfrom the roll rate sensor is

$\begin{matrix}{{\Delta\;{{\hat{v}}_{yp}(t)}} = {\frac{1}{\sqrt{{\omega_{z}(t)}}}{\int_{0}^{t}{\frac{S_{p}(\tau)}{2\sqrt{{\omega_{z}(\tau)}}}{{sgn}\left( {\omega_{z}(\tau)} \right)}\ {\mathbb{d}\tau}}}}} & (21)\end{matrix}$

With this estimated lateral velocity Δ{circumflex over (ν)}_(yp), theroll rate signal may be estimated through the following based on (13)and the general kinematics equation shown in (1)-(6):

$\begin{matrix}{{{\hat{\theta}}_{x\; 2} = {\theta_{{xss}\; 2} - \frac{d\left\lbrack {\Delta\;{\hat{v}}_{yp}} \right\rbrack}{g}}}{{\hat{\theta}}_{y\; 2} = {\theta_{{yss}\; 2} - {\omega_{z}\frac{\Delta\;{\hat{v}}_{yp}}{g}}}}{{\hat{\omega}}_{x} = {{d\left\lbrack {\hat{\theta}}_{x\; 2} \right\rbrack} - {\omega_{z}{\hat{\theta}}_{y\; 2}}}}} & (22)\end{matrix}$

The above computations are valid when the vehicle has both pitch and yawmotion, for example, when the vehicle is braked in a turn.

Then the roll rate sensor measurement ω_(x) may be compared against theabove estimated roll rate {circumflex over (ω)}_(x) to determine if theroll rate is plausible. ω_(x)=0 (i.e., zero yaw rate case) is a singularpoint for calculating (21). This singular point could cause numericaldiscrepancies since a small amount of noise in the involved signals maylead to signal or large errors. Hence in order to make the aboveapproach feasible for a digital implementation, the singular point maybe removed. That is, other methods to compute the interested variableswhen ω_(z)=0 may be used.

First, the case where the yaw rate ω_(z) approaches zero but the yawacceleration {dot over (ω)}_(z) is non-zero is considered. Thiscorresponds to the case where the yaw rate crosses zero with certainnon-zero yaw acceleration.

$\begin{matrix}\begin{matrix}{{{\Delta\;{v_{yp}(t)}}}_{\omega_{z}\rightarrow 0} = {\lim\limits_{\omega_{z}\rightarrow 0}\frac{\int_{0}^{t}{\frac{S_{p}(\tau)}{2\sqrt{{\omega_{z}(\tau)}}}{{sgn}\left( {\omega_{z}(\tau)} \right)}\ {\mathbb{d}\tau}}}{\sqrt{{\omega_{z}(t)}}}}} \\{= {\lim\limits_{\omega_{z}\rightarrow 0}\frac{\frac{\mathbb{d}}{\mathbb{d}t}\left\{ {\int_{0}^{t}{\frac{S_{p}(\tau)}{2\sqrt{{\omega_{z}(\tau)}}}{{sgn}\left( {\omega_{z}(\tau)} \right)}\ {\mathbb{d}\tau}}} \right\}}{\frac{\mathbb{d}}{\mathbb{d}t}\left\{ \sqrt{{\omega_{z}(t)}} \right\}}}} \\{= {\lim\limits_{\omega_{z}\rightarrow 0}\frac{\frac{S_{p}(t)}{2\sqrt{{\omega_{z}(t)}}}{{sgn}\left( {\omega_{z}(t)} \right)}}{\frac{1}{2}\left\{ {{\omega_{z}(t)}} \right\}^{{- 1}/2}d\;{\omega_{z}(t)}{{sgn}\left( {\omega_{z}(t)} \right)}}}} \\{= \frac{S_{p}(t)}{d\;{\omega_{z}(t)}}}\end{matrix} & (23)\end{matrix}$

The digital implementation of the above study can be summarized as inthe following. In the following discussion, the subscript k implies thetime instant is t=kΔT, where ΔT is the sampling time, k is an integer.

In the case where yaw rate is non-zero, the lateral velocity deltaΔν_(y2) _(k+1) at the time instant t=(k+1)ΔT is a function of thesliding index S_(p) _(k+1) and the yaw rate ω_(z) _(k+1) . The followingiterative algorithm captures such relationship and the way to calculateΔν_(yp) _(k+1)

$\begin{matrix}{{x_{k + 1} = {x_{k} + {\frac{S_{p_{k + 1}}{{sgn}\left( \omega_{z_{k + 1}} \right)}}{2\sqrt{\omega_{z_{k + 1}}}}\Delta\; T}}}{{\Delta\; v_{{yp}_{k + 1}}} = \frac{x_{k + 1}}{\sqrt{\omega_{z_{k + 1}}}}}} & (24)\end{matrix}$where the sign function sgn(•) is defined in the following

$\begin{matrix}{{{sgn}\left( \omega_{k + 1} \right)} = \left\{ \begin{matrix}1 & {{{if}\mspace{14mu}\omega_{k + 1}} \geq 0} \\{- 1} & {{{if}\mspace{14mu}\omega_{k + 1}} < 0}\end{matrix} \right.} & (25)\end{matrix}$

In the case of the yaw rate ω_(z) _(k+1) approaching zero with non-zerosequential difference Δω_(z) _(k+1) , the lateral velocity delta Δν_(yp)_(k+1) of the vehicle is a function of the sliding index and thesequential difference Δω_(z) _(k+1) of the measured yaw rate signals asset forth in the following:

$\begin{matrix}{{{\Delta\;\omega_{z_{k + 1}}} = {\omega_{z_{k + 1}} - \omega_{z_{k}}}}{{\Delta\; v_{{yp}_{k + 1}}} = {\frac{S_{p_{k + 1}}}{\Delta\;\omega_{z_{k + 1}}}\Delta\; T}}} & (26)\end{matrix}$

If both the measured yaw rate ω_(z) _(k+1) and its sequential differenceΔω_(z) _(k+1) approach zero, then yaw rate and yaw acceleration areclose to zero. That is, the vehicle does not have any yaw motion. Inthis case the vehicle lateral velocity Δν_(yp) _(k+1) could be set tozero.

Using the above-calculated lateral velocity Δν_(yp) _(k+1) , the vehiclepitch attitude angle θ_(y2) _(k+1) may be calculated from current valueof the steady state pitch angle θ_(yss2) _(k+1) and the current value ofthe measured yaw rate ω_(z) _(k+1) . Those current digital values obeythe second Equation of (22) in the following digital form

$\begin{matrix}{\theta_{y\; 2_{k + 1}} = {\theta_{{yss}\; 2_{k + 1}} - {\omega_{z_{k + 1}}\frac{\Delta\; v_{{yp}_{k + 1}}}{g}}}} & (27)\end{matrix}$Similarly the following roll angle may be obtained

$\begin{matrix}{\theta_{x\; 2_{k + 1}} = {\theta_{{xss}\; 2_{k + 1}} - {\frac{1}{g}\frac{d\left\lbrack {\Delta\; v_{{yp}_{k + 1}}} \right\rbrack}{\Delta\; T}}}} & (28)\end{matrix}$

The unknown roll rate ω_(x) _(k+1) of the vehicle can be calculated fromthe roll attitude angle θ_(x2) _(k+1) , the current value of thesequential difference Δθ_(x2) _(k+1) of this calculated roll attitudeangle, the current value of the measured pitch rate ω_(y) _(k+1) and thecurrent value of the measured yaw rate ω_(z) _(k+1) is set forth in thefollowing:

$\begin{matrix}{{{\Delta\;\theta_{x\; 2_{k + 1}}} = {\theta_{x\; 2_{k + 1}} - \theta_{x\; 2_{k}}}}{\omega_{x_{k + 1}} = {\frac{\Delta\;\theta_{x\; 2_{k + 1}}}{\Delta\; T} + {\omega_{z_{k + 1}}\theta_{y\; 2_{k + 1}}}}}} & (29)\end{matrix}$

By using the equation (20) and its solution, Δν_(yr) may be obtainedwhich is independent of the pitch rate. The corresponding estimatedattitudes are denoted as θ_(x3) and θ_(y3). The pitch rate signal may becalculated in the following

$\begin{matrix}{{{\hat{\theta}}_{x\; 3} = {\theta_{{xss}\; 2} - \frac{d\left\lbrack {\Delta\;{\hat{v}}_{y\; r}} \right\rbrack}{g}}}{{\hat{\theta}}_{y\; 3} = {\theta_{{yss}\; 2} - {\omega_{z}\frac{\Delta\;{\hat{v}}_{y\; r}}{g}}}}{{\hat{\omega}}_{y} = {{d\left\lbrack {\hat{\theta}}_{y\; 3} \right\rbrack} + {\omega_{z}{\hat{\theta}}_{x\; 3}}}}} & (30)\end{matrix}$the sensor measurement ω_(y) may then be compared against the computed{circumflex over (ω)}_(y) to make a decision about whether the pitchrate sensor is plausible.

Global Attitude Determination

The vehicle body's global attitudes may be determined in steady stateconditions as θ_(xss1), θ_(yss1) in (7) or as θ_(xss2), θ_(yss1) in (9).The steady state conditions may then be characterized. That is, if

$\begin{matrix}{{\Pi_{1} = \frac{\mathbb{d}\theta_{{xss}\; 1}}{\mathbb{d}t}},{\Xi_{1} = \frac{\mathbb{d}\theta_{{yss}\; 1}}{\mathbb{d}t}}} & (31)\end{matrix}$then the computation of θ_(xss1) in (7) accurately reflects the trueroll attitude of the vehicle when the following is trueΠ₁=0  (32)and the computation of θ_(yss1) in (7) accurately reflects the truevehicle pitch attitude when the following is trueΞ₁=0  (33)

If the vehicle's steering input velocity dδ_(s) is limited under acertain threshold, the vehicle yaw rate ω_(z) is limited under a certainthreshold and the vehicle's lateral acceleration is under certainthreshold, then the vehicle's delta lateral velocity is close to zero,i.e.,Δν_(y)=ν_(y)−ν_(ylin)=0  (34)which implies that the lateral velocity of the vehicle is the same asthe linear lateral velocity of the vehicle calculated from the linearbicycle model as in (10). Then, computation in (9) may be used tocharacterize the vehicle body's global roll and pitch angles. Noticethat the aforementioned conditions might not be steady state conditions,but might be rather non-aggressive dynamic conditions where thevehicle's dynamics are in the linear range. Such conditions are relatedto the driving conditions of mild driver steering inputs and normal roadsurface conditions. The following series of functional conditions may beused to describe the aforementioned driving conditionsΨ_(i)(dδ _(s),ω_(z) ,a _(y) ,ν _(x))≦γ_(i)  (35)where i=1, 2, . . . , l; Ψ_(i)(●) is the ith scalar function and γ_(i)is a constant which is the ith threshold.

The reference lateral velocity of the vehicle is denoted as ν_(yref),whose computation will be discussed in the next section. The vehiclereference global attitudes may then be calculated as

$\begin{matrix}{{\theta_{yref} = {\theta_{{yss}\; 2} - {\omega_{z}\frac{\Delta\; v_{yref}}{g}}}}{\theta_{xref} = {\theta_{{xss}\; 2} - \frac{d\left\lbrack {\Delta\; v_{yref}} \right\rbrack}{g}}}} & (36)\end{matrix}$which is calculated continuously especially when the conditions forθ_(xss1), θ_(yss1) and θ_(xss2), θ_(yss2) are not satisfied.

Now the feedback error term is constructed for the roll attitude as inthe followingΘ_(xerr)=κ₁(Π₁)(θ_(x)−θ_(xss1))+κ₂(Ψ)(θ_(x)−θ_(xss2))+κ_(ref)(θ_(x)−θ_(xref))  (37)

The feedback error term for the pitch attitude is set forth in thefollowingΘ_(yerr)=π₁(Π₁)(θ_(y)−θ_(yss1))+π₂(Ψ)(θ_(y)−θ_(yss2))+π_(ref)(θ_(y)−θ_(yref))  (38)

Then the feedback adjusted roll attitude velocity and the feedbackadjusted pitch attitude velocity may be calculated as in the followingdθ _(xfdbk)=ω_(x)+[ω_(y) sin(θ_(x))+ω_(z) cos(θ_(x))]tan(θ_(y))+Θ_(xerr)dθ _(yfdbk)=ω_(y) cos(θ_(x))−ω_(z) sin(θ_(x))+Θ_(yerr)  (39)

The vehicle global roll attitude may now be obtained as in the followingΘ_(xerr) _(k+1) =κ₁ _(k+1) (Π₁ _(k+1) )(θ_(x) _(k) −θ_(xss1) _(k+1) )+κ₂_(k+1) (Ψ_(k+1))(θ_(x) _(k) −θ_(xss2) _(k+1) )+κ_(ref) _(k+1) (θ_(x)_(k) −θ_(xref) _(k+1) )dθ _(xfdbk) _(k+1) =ω_(x) _(k+1) +[ω_(y) _(k+1) sin(θ_(x) _(k) )+ω_(z)_(k+1) cos(θ_(x) _(k) )] tan(θ_(y) _(k) )+Θ_(xerr) _(k+1){circumflex over (θ)}_(x) _(k+1) ={circumflex over (θ)}_(x) _(k) +dθ_(xfdbk) _(k+1) ΔT{circumflex over (θ)}_(x)(0)=θ_(xss2)(0)  (40)

The vehicle global pitch attitude may now be obtained as in thefollowingΘ_(yerr) _(k+1) =π₁ _(k+1) (Π₁ _(k+1) )(θ_(y) _(k) −θ_(yss1) _(k+1) )+π₂_(k+1) (Ψ_(k+1))(θ_(y) _(k) −θ_(yss2) _(k+1) )+π_(ref) _(k+1) (θ_(y)_(k) −θ_(yref) _(k+1) )dθ _(yfdbk) _(k+1) =ω_(y) _(k+1) cos(θ_(x) _(k) )−ω_(z) _(k+1) sin(θ_(x)_(k) )+Θ_(yerr) _(k+1){circumflex over (θ)}_(y) _(k+1) ={circumflex over (θ)}_(y) _(k) +dθ_(yfdbk) _(k+1) ΔT{circumflex over (θ)}_(y)(0)=θ_(yss2)(0)  (41)

Reference Signal Generator

The reference signals defined in this invention are those variableswhich may be used to capture some portion of the real value of theinterested variables. For example, the low frequency portion of asignal. In the aforementioned attitude computation, the referencelateral velocity ν_(yref) is already used. Another reference variable isthe reference longitudinal velocity, which is determined based on thefour-wheel speed sensor signals.

Notice that, when the vehicle pitch rate is large enough, Equation (17)provides a good characterization of the lateral velocity ν_(y).Similarly when the vehicle yaw rate is large enough, Equation (20)provides a good characterization of ν_(y). In order to utilize bothEquation (17) and Equation (20) and the bicycle model based linearvelocity ν_(ylin), a blending equation is obtained by adding aproduction of a gain ρ and Equations (17) to (20), and adding an errorterm λ(ν_(ylin)−ν_(yref)) as in the followingd ²[ν_(yref)]+2ω_(z) ρd[ν _(yref)]+(λ+π{dot over (ω)}_(z)−ω_(z)²)ν_(yref) =S _(r) +πS _(p)+λν_(ylin)  (42)where the gains π and λ are two positive numbers, that are adjusted tothe measured and computed variables such as the yaw rate, the pitchrate, the roll rate, the lateral acceleration, the driver's steeringinput, the vehicle's speed. Equation (42) may be used to calculateν_(yref) as in the following digital formatΥ_(k+1) =S _(r) _(k+1) +ρ_(k+1) S _(p) _(k+1) +λ_(k+1)ν_(ylin) _(k+1)−2ω_(z) _(k+1) ρ_(k+1) dν _(yref) _(k) −(λ_(k+1)+ρ_(k+1){dot over(ω)}_(z) _(k+1) −ω_(z) _(k+1) ²)ν_(yref) _(k)dν _(yref) _(k+1) =dν _(yref) _(k) +Υ_(k+1) ΔTν_(yref) _(k+1) =ν_(yref) _(k) +dν _(yref) _(k+1) ΔTν_(yref) ₀ =0  (43)

Relative Attitude

The relative roll attitude angle of a vehicle body with respect to theaverage road surface is related to the sensor signals throughsuspensions. There are two external moments applied to the vehicle body:the moment due to vertical suspension forces, denoted as M_(susp) andthe moment due to lateral tire force, denoted as M_(latforce). A simplemodel may be used to describe the roll dynamics of a vehicle body. Ifthe relative roll angle is θ_(xr), the total vehicle suspension rollspring rate is K_(roll) and the total vehicle suspension roll dampingrate is D_(roll), then the roll moment induced by the verticalsuspension forces may be written asM _(susp) =K _(roll)θ_(xr) +D _(roll) dθ _(xr)  (44)

and if M_(susp)/K_(roll) can be calculated, then the relative roll angleθ_(xr) could be obtained by passing this scaled vertical suspensionforce-induced roll moment to a first order filter.

Through Newton's laws, the following differential equation is trueI _(x) dω _(x) =M _(latforce) −M _(susp)  (45)

where I_(x) is the roll inertia moment of the vehicle body with respectto an axis parallel to the vehicle forward direction but passing thecenter of gravity of the vehicle body (only sprung mass), ω_(x) is thevehicle roll angular rate. Therefore if M_(latforce) is known, then thescaled vertical suspension force-induced roll moment M_(susp)/K_(roll)may be computed from (45).

As in the above, M_(latforce) might be calculated based on sensormeasurements and the calculated variables. The total lateral forceapplied to the vehicle body is generated from the lateral tire forcesthrough suspensions. This total lateral force generates a lateralacceleration, which is measured by the acceleration sensor mounted onthe center of gravity of the vehicle body. The variable a_(y) is thelateral acceleration of the vehicle body center of gravity, M_(s) is thevehicle sprung mass. The moment applied to the vehicle body due tolateral tire forces may be expressed asM_(latforce)=M_(s)a_(y)h_(cg)  (46)

where h_(cg) is the vertical displacement of the center of gravity ofthe vehicle body with respect to the floor of the vehicle. Inserting(46) to (45), the normalized vertical suspension force-induced rollmoment may be computed as the following:NM _(roll) =αa _(y) −βdω _(x)  (47)

where the coefficients α and β are related to the vehicle parameters asin the following:

$\begin{matrix}{{\alpha = \frac{M_{s}h_{cg}}{K_{roll}}},{\beta = \frac{I_{x}}{K_{roll}}}} & (48)\end{matrix}$

Thus, α and β need to be calculated in a practical implementation. Sincethe vehicle parameter M_(s), I_(x) and K_(roll) are all varied, anaccurate relative roll angle is possible if those parameters arereflected accurately in a real-time computation.

Notice that the vehicle inertia parameters like sprung mass M_(s) androll moment of inertia I_(x) can be actually estimated based on thesensor signals in the ISS. Also, notice that the roll moment of inertiais related to the sprung mass through a rotation radiusr_(x)I_(x)=M_(s)r_(x) ²  (49)

hence the two coefficients α and β can be expressed as proportional tothe estimated vehicle sprung mass {circumflex over (M)}_(s). Theestimated vehicle sprung mass is an output from the VPD (vehicleparameter determination) unit 92 in ISS system. Also, consider thatK_(roll) is related to the suspension stiffness, and the suspensionstiffness is usually nonlinear with respect to the suspension relativedisplacement, hence there is a lookup table in a memory of the devicesuch thatK _(roll)=lookup_table(z _(sh))  (50)

where z_(sh) indicates the suspension relative displacement. A roughcharacterization may be developed so that lateral acceleration is usedto replace suspension displacement in (50)K _(roll)=lookup_table(a _(y))  (51)

Based on the above discussion, α and β can be expressed from thefollowing lookup tablesα={circumflex over (M)} _(s)lookup_table_(α)(a _(y))β={circumflex over (M)} _(s)lookup_table_(β)(a _(y))  (52)

The normalized roll angle may be determined in step 166 using Equation(53) with the calculated NM_(roll) using the lookup table calculatedcoefficients α and β, (44) can be used to solve for relative roll angle.Such relative roll angle satisfies

$\begin{matrix}{{\theta_{xr} + {\frac{D_{roll}}{K_{roll}}d\;\theta_{xr}}} = {NM}_{roll}} & (53)\end{matrix}$

Taking Laplace transformation on both sides of (53) leads toθ_(xr)(s)=T _(ROLL)(s)NM _(roll)(s)  (54)

where the transfer function is

$\begin{matrix}{{T_{ROLL}(s)} = \frac{K_{roll}}{K_{roll} + {D_{roll}s}}} & (55)\end{matrix}$

A digital version of the computation for the relative roll angle can beexpressed as in the followingθ_(xr)(k+1)=p _(rd)θ_(xr)(k)+p _(rn) [NM _(roll)(k+1)+NM_(roll)(k)]  (56)

Notice that such a calculated relative roll angle is an accurateindication of the vehicle body with respect to the average surfaceregardless if the vehicle is driven on a level ground or a banked/slopedroad, and when there are no lifted wheels. A vehicle system may becontrolled in response to the relative roll angle.

The relative pitch computation may be similarly performed. There are twoexternal moments applied to the vehicle body to balance the vehiclepitch motion: the moment due to vertical suspension forces, denoted asM_(susp) and the moment due to lateral tire force, denoted asM_(longforce). If the relative pitch angle is θ_(yr), the total vehiclesuspension pitch spring rate is K_(pitch) and the total vehiclesuspension pitch damping rate is D_(pitch), then the moment induced bythe vertical suspension forces can be written asM _(susp) =K _(pitch)θ_(yr) +D _(pitch) dθ _(yr)  (57)

If the scaled moment M_(susp)/K_(pitch) may be calculated, then therelative pitch angle θ_(yr) could be obtained by passing this scaledvertical suspension force-induced pitch moment to a first order filtersame as in the relative roll angle computation.

The two moments must satisfy the following:M _(longforce) −M _(susp) =I _(y) dω _(y)  (58)

Therefore, if M_(longforce) is known, the scaled vertical suspensionforce-induced pitch moment M_(susp)/K_(pitch) can be computed from (58)since the pitch rate signal is available.

M_(longforce) may be determined based on the sensor measurements or thecalculated variables. The total longitudinal force applied to thevehicle body is generated from the longitudinal tire forces throughsuspensions. This total longitudinal force generates a longitudinalacceleration, which is measured by the acceleration sensor mounted onthe center of gravity of the vehicle body. If the longitudinalacceleration of the vehicle body center of gravity is a_(x), M_(s) isthe vehicle sprung mass, then the moment applied to the vehicle body dueto longitudinal tire forces can be expressed asM_(longforce)=M_(s)a_(x)h_(cg)  (59)

where h_(cg) is the vertical displacement of the center of gravity ofthe vehicle body with respect to the floor of the vehicle. Hence, thenormalized vertical suspension force-induced pitch moment may becomputed as the followingNM _(pitch) =δa _(x) −εdω _(y)  (60)

where

$\begin{matrix}{{\delta = \frac{M_{s}h_{cg}}{K_{pitch}}},{ɛ = \frac{I_{y}}{K_{pitch}}}} & (61)\end{matrix}$

Notice that due to suspension geometry, the suspension pitch stiffnessK_(pitch) is usually different for acceleration versus deceleration ofthe vehicle and may be expressed as in the following based on thevehicle's acceleration trend (accelerating vehicle would be (a_(x)>0)

if (a_(x) > 0)   NM_(pitch) = δ_(acc)a_(x) − ε_(acc){dot over (ω)}_(y)else (62)   NM_(pitch) = δ_(dec)a_(x) − ε_(dec){dot over (ω)}_(y);

Similar to the relative roll computational case, lookup tables will beused to compute the four coefficients δ_(acc), δ_(dec), ε_(acc) andε_(dec) as in the following:δ_(acc) ={circumflex over (M)} _(s)lookup_table_(δacc)(a _(x))δ_(dec) ={circumflex over (M)} _(s)lookup_table_(δdec)(a _(x))ε_(acc) ={circumflex over (M)} _(s)lookup_table_(εacc)(a _(x))ε_(dec) ={circumflex over (M)} _(s)lookup_table_(εdec)(a _(x))  (63)

Thus, using the coefficients and Equation (62) the normalized verticalsuspension force induced pitch moment NM_(pitch) may be determined.Using the calculated normalized NM_(pitch) based on the longitudinalacceleration, the pitch rate and the coefficients calculated from thelookup tables in (63), the relative pitch angle may be determined asθ_(yr)(s)=T _(PITCH)(s)NM _(pitch)(s)  (64)

where the transfer function is

$\begin{matrix}{{T_{PITCH}(s)} = \frac{K_{pitch}}{K_{pitch} + {D_{pitch}s}}} & (65)\end{matrix}$

The digital version of the above computation may be expressed as in thefollowingθ_(yr)(k+1)=p _(pd)θ_(yr)(k)+p _(pn) [NM _(pitch)(k+1)+NM_(pitch)(k)]  (66)

Notice that such a calculated relative pitch angle is an accurateindication of the vehicle body with respect to the average surfaceregardless if the vehicle is driven on a level ground or a banked/slopedroad, and when there are no lifted wheels. As mentioned above, thevehicle system may include a safety system or other vehicle system.Safety systems may include a yaw control system or a rollover controlsystem. Of course, more than one system may be controlled at a time.

Integrated Vehicle Control Systems

Referring now to FIG. 11, the integrated vehicle control module 17 ofFIG. 2 is illustrated in further detail. The integrated vehicle controlmodule 17 may be coupled to the integrated sensor group 16 d, whichincludes sensors 16 a-16 e depicted in FIG. 11 through a vehicle bus 5.The integrated vehicle control module 17 includes a number of sensingalgorithms and a collection of feedback control algorithms which performmultiple control functions by activating available actuators based onthe variables calculated in the sensing algorithms. The sensingalgorithms receive the available sensor signals or the past values ofthe calculated variables to characterize the interaction among thedriver, the vehicle and the external environment of the vehicleincluding the road and other moving and non-moving objects.

The integrated vehicle control module 17 includes an integrated sensingsystem 152. The integrated sensing (ISS) system 152 has various sensingalgorithms therein. The integrated sensing system 152 identifies thevehicle's operational states and the driver's intention during travelusing a vehicle operation state determination 154. An external hazarddetermination is provided by external hazard determination 156. Thevehicle operation state determination 154 and external hazarddetermination 156 are coupled together. Based upon the informationprocessed and calculated from the integrated sensing system 152, thevehicle dynamics features such as controllability and stability may bereadily determined.

Various OEM's functions 153 such as RSC, driving assistance and trippedrollover mitigation may be coupled to the integrated sensing system 152.The determination of the controllability and stability is performed in adynamics feature classification module 160. The dynamics featureclassification 160 will also involve information from the sensormeasurements or the calculated variables from the measurements regardingactuator specific dynamics as illustrated by arrow 162. The informationprocessed in the dynamics feature classification module 160 is coupledto the control function priority determination and arbitration module164 and the actuation priority determination and arbitration module 166.

A collection of control functions from the auto suppliers resides in acontrol module 168. It is illustrated coupled to the OEM's functions 153and ultimately to the integrated sensing system 152, the dynamicsfeature classification 160, and a control function prioritydetermination and arbitration block 164. The supplier's control functionmodule 153 receives signals from the various sensors, the integratedsensing system 152, and the dynamics feature classification 160. Basedupon those signals, the necessary feedback control commands in thevehicle level or actuator level may be provided in both function module153 and 168. Vehicle level control may, for example, comprisecontrolling the roll moment in a roll stability control system. Actuatorlevel control, for example, may comprise controlling the anti-lock brakesystem. The supplier's control function module 168 is a broad categoryfor an anti-lock brake system 170, the traction control system 172, ayaw stability control system 174, a roll stability control system 176,cornering deceleration regulation unit 178, driving assistance unit 180,road adaptive driving adjustment unit 182, an adaptive cruise controlunit 184, lane departure correction unit 186, and tripped rollovermitigation unit 188. Of course, various other functions may be evidentto those skilled in the art.

The supplier's control function module 168 may be coupled to prioritylogic system command module 20 b and actuation and distribution commandmodule 20 a as set forth in FIG. 2. Also, box 20 b may be coupled to anactuator priority determination and arbitration module 166. Notice thatthe suppliers are responsible for the control logic in 20 a and 20 b.

The vehicle level control from both the OEM's control function module153 and the supplier's control function module 168 may, for example, bethe total yaw moment for counteracting the vehicle's yaw motion or thetotal roll moment for counteracting the vehicle's roll motion. Ifmultiple actuators are involved in a control function, the vehicle levelcontrol command may be decomposed into actuator level commands such thatthe vehicle level control may best be achieved, when the involvedactuators activate according to the demanded actuator level commands ina coordinated way. The vehicle level control command may come fromdifferent function requests. A function decomposition may be used andmay include control functions of significance for the vehicle dynamicsand controls.

The dynamics feature classification (DFC) unit 160 may determine thatthe vehicle operates under controllable dynamics. If so, both 153 and168 may request one or more feedback control commands such as rollmoment feedback (vehicle level command for rollover protection), pitchmoment feedback (vehicle level command for pitchover prevention), yawmoment feedback (vehicle level command for spin-out prevention), lateralacceleration regulation (vehicle level command), longitudinalacceleration regulation (vehicle level command), sideslip angleregulation (vehicle level command for vehicle lateral slidingprevention), and longitudinal slip regulation (actuator level command).During unstable vehicle dynamics, both unit 153 and unit 168 are likelyto compute several control commands. For example, an aggressive steeringinduced rollover event may start from a large yaw motion of the vehicleand then develop into a larger roll motion and a potentially largerlateral sliding. Coordination, prioritization, and arbitration of thosedifferent control demands may be required in block 164. On the otherhand, when the vehicle is equipped with multiple electronic controlsystems such as multiple actuators, each may be requested for achievingvarious functions. There is also a need to prioritize or arbitrate amongthose actuators to achieve the desired vehicle level control command inblock 166. For example, controlled brakes, controlled anti-roll-bar,controlled front wheel steering, and controlled rear wheel steering mayall be used to perform certain roll stability control functions.Actuator priority determination and arbitration unit 166 is dedicated todetermine the proper actuators to most effectively realize the vehiclecontrol command received from the control function prioritydetermination and arbitration unit 164. The integrated vehicle controlmodule commands the individual control modules to achieve the command.In this way the integrated vehicle control module 17 (FIG. 1) acts as alocal controller. For example, the RSC function in the integratedcontrol module 17 generates a counteracted roll moment and a controlcommand in terms of caliper pressure at certain brake locations. Whenthe specified brake system control has to achieve the pressure commandbased upon its hydraulics, local actuator information like measured orestimated caliper pressure, the brake hydraulic control unit shown inFIG. 4 are modified such that the brake pressure command can be followedby the brake caliper or calipers through a closed loop strategy. Basedupon the input from the integrated sensing system 152, the OEM's modulecontrol function 153 and the supplier's control function module 168, thefunction priority determination and arbitration unit 164, and theactuator priority determination and arbitration 166, the information ofthe actuators dynamics which are specified by various actuator units,the dynamics feature classification module 160 determines whether thevehicle is operating under stable or unstable dynamics, or controllableor uncontrollable dynamics conditions. It also establishes appropriatecontrol threshold values for various combinations of the stability andcontrollability using stable, unstable but controllable, unstable anduncontrollable dynamics conditions.

Referring now to FIG. 12, the integrated sensing system 152 of FIG. 2 isillustrated in further detail.

The vehicle operation state determination 154 may include sensor signalcompensation 200, abnormal state monitoring 202, and a sensorplausibility check 204. The sensor signal compensation, abnormal statemonitoring and sensor plausibility check are used to correct and adjustthe various sensor signals. The output of the sensor signal compensation200, abnormal state monitoring 202, and sensor plausibility check 204may be coupled to a vehicle state estimator 210. The vehicle stateestimate includes a vehicle global and relative attitude determination212. The relative/global attitude determination 212 may be characterizedby the vehicle body Euler angles with respect to sea level or withrespect to the average road surface. A directional vehicle velocityblock 214 is used to determine the absolute vehicle velocity projectedalong the vehicle body fixed longitudinal and latitudinal direction. Avehicle reference signal generator 216 may also be included in thevehicle state estimator 210.

The vehicle state estimator 210 may also include a force and torqueestimation block 218 that estimates the forces and torques acting on thevehicle. A normal loading determination 220 determines the normalloading acting at each of the wheels of the vehicle. A vehicleoperational parameter determination 222 may also be provided within thevehicle state estimator 210. The vehicle operational parameterdetermination 222 may include the determinations of the vehicle loading,tire rolling radii, vehicle mass, and various other parameters.

A road state estimator 228 may also be coupled within the vehicleoperation state determination 154. The road state estimator 228 isillustrated coupled to an internal data communication mechanism 150. Theroad state estimator 228 may include a surface friction determination230 that generates a signal corresponding to the road surface frictionlevel. Surface friction is sometimes referred to as surface mu (μ). Aroad bank determination unit 232 may also be provided within the roadstate estimator 228. The road bank determination unit 232 determines thebank angle of the road on which the vehicle is driven. The bank angle ofthe road is the lateral or sideways angle of the road in a directionperpendicular to the normal or intended travel direction of the road.

A road incline determination 234 is also provided within the road stateestimator 228. The inclination determination 234 determines the angularinclination of the road in the direction of normal vehicle travel on theroad.

A road curvature determination 236 may also be provided within the roadestimator block 228. The road curvature determination determines theradius of curvature of the road on which the vehicle is traveling. Theroad curvature information may be coupled to the environmental sensorssuch as external cameras used in active cruise control (ACC) orpre-crash sensing. Sometimes, GPS information may be used to extract theroad curvature information.

The vehicle operational state determination 154 may include a driver'sintention determination block 240. The driver's intention determinationblock 240 may provide an indication as to the desired vehicle motionpath or the desired vehicle moving rate (such as the desired yaw rate ofthe vehicle) from the driver. A dominated dynamics determination block242 may also be coupled to the internal data communication mechanism 150and receive various information therefrom. The dominated dynamicsdetermination unit 242 is used to classify the main control direction ofthe vehicle dynamics if there are multiple functions requested at thesame time. For example, if a roll dominated motion is set forth, rollstability control is likely to provide a majority control in order tocontrol the roll motion of the vehicle. Although the single dominatedvehicle dynamics is possible, many times the vehicle operates undercombined dynamics. For example, a large vehicle yawing on a highfriction road surface may cause a large roll motion. In this case, itmay be possible for both yaw stability control and roll stabilityfunctions to request control at the same time. Therefore, it isimportant to assess which should be classified as the dominated controldirection.

External hazard determination 156 of the integrated sensing system 152is also illustrated in FIG. 12. The external hazard determination blockincludes a moving object classification 248, an accident avoidancedetermination 250, a pre-crash determination 252, and another unit 254which takes care of detecting all the other hazards. Based upon thevarious inputs from the cameras and the like, a moving object may beclassified into one of a number of predetermined categories, including avehicle or size of vehicle and the direction of the vehicle. An accidentavoidance determination may be made based upon the dynamic conditions inthe heading of both the host vehicle and a target vehicle. A pre-crashdetermination determines whether or not a collision is predictable.

Referring now to FIG. 13, the method of the present invention related tothe integrated vehicle control module 17 begins in start block 300. Instep 302, signals from the various sensors are received. In step 304,the magnitude of the lateral acceleration of the vehicle is checked. Ifit exceeds a lateral acceleration threshold, step 400 will be executed,otherwise, step 306 is executed. In step 306, the magnitude of thelongitudinal acceleration is checked. If the longitudinal accelerationexceeds the longitudinal acceleration threshold, step 400 will beconducted, otherwise, step 308 will be conducted. In step 308, themagnitude of the roll rate is checked with respect to a roll ratethreshold. If it exceeds the roll rate threshold, step 400 will proceed,otherwise, step 310 will be executed. In step 310, the magnitude of yawrate is checked. If the yaw rate exceeds the yaw rate threshold, thenstep 400 will be executed, otherwise, step 312 will be executed. Noticethat the above steps aim to single out the extreme vehicle dynamicswhich are associated with crash or collision. For those skilled in theart, it is not hard to find that other schemes may be possible which mayinvolve checking the magnitude of the combined accelerations or angularrates or may involve using both environmental sensor signals from 16 band crash sensor signals from 16 c in FIG. 2 to conduct suchpredetermination of crash or collision vehicle dynamics.

After step 310, a sensor plausibility check 312 is conducted for rollrate sensor, pitch rate sensor, yaw rate sensor, longitudinalaccelerometer, lateral accelerometer, vertical accelerometer or subsetsof this six types of sensors. The algorithm used in this block may be,but is not limited to those described in the sensor plausibility checksection of this invention. In step 314, if the sensor signals are notplausible, step 316 is executed in which sensor fault processing logicis performed. Otherwise, sensor signal compensation 318 is performed.Sensor signal compensation may include compensating the sensor signalsfor various offsets including temperature dependent sensor driftcompensation, resting sensor offset compensation and dynamic sensoroffset compensation. Sensor signal compensation performed in 318 mightalso include the sensor misalignment compensation (one method forperforming such compensation can be found in U.S. Pat. No. 6,782,315)and the sensor noise compensation. In step 320, the vehicle's relativeattitudes are determined. In step 322, the vehicle linear lateralvelocity is computed based on a linear (may be time varying) lateraldynamics model of the vehicle, such as the computation using (10). Sucha linear lateral velocity may also be obtained through the vehicle'strue tire lateral forces and the tire cornering stiffness coefficients.The true tire forces might be also determined in the force and torqueestimation module 218 shown in FIG. 12, which is beyond the bicyclemodel used in (10).

In step 324, two sliding indexes as defined in (18) and (19) arecalculated. Such sliding indexes are calculated based on relationship(9) and roll, pitch and yaw angular rate signals. Based on those twosliding indexes and the two ordinary differential equations defined in(17) and (20), a reference lateral velocity of the vehicle may beobtained in step 326 by using (43). In step 328, the global roll andpitch angles of the vehicle are calculated, and the vehicle directionalvelocities are then computed in step 330. After step 330, it arrives atnode 340.

The details of step 320 can be further depicted in FIG. 14. It starts instep 320 a where it receives sensor signals and the calculated signals,or the past values of the interested variables. In step 320 b and 320 c,the roll gradient α and the roll acceleration coefficient β aredetermined which are either computed through prescribed lookup tables asin (52) using formulas in (48), or they are adaptively computed in realtime by compensating the vehicle loading changes as in U.S. patentapplication Ser. No. 10/966,395 filed Oct. 15, 2004, and incorporated byreference herein. In step 320 d, the normalized roll moment is computedas in (47). Such a normalized roll moment is then passed through afilter shown in (31) and the final relative roll angle is obtained as instep 320 e.

After the relative roll angle is estimated, the relative pitch angle iscomputed as shown in FIG. 15. In step 320 f, the longitudinalacceleration is checked to see if the vehicle is accelerating ordecelerating. If the vehicle is accelerating, step 320 g is performedwhere the pitch gradient the pitch acceleration coefficient for anaccelerating vehicle are determined. They may be computed throughprescribed lookup tables as in (63) using formulas in (61), or they maybe adaptively computed in real time by compensating the vehicle loadingchanges as in U.S. patent application Ser. No. 11/010,863, filed Dec.13, 2004, and incorporated by reference herein. At step 320 i, the finalpitch gradient and the final pitch acceleration coefficient are set. Instep 320 j, the normalized pitch moment is determined as in (38). Thenormalized pitch moment is then filtered as shown in (41) to obtain thefinal relative pitch in step 320 k.

If the vehicle is decelerating, step 320 h is conducted where the pitchgradient and the pitch acceleration coefficient for a deceleratingvehicle are determined. The values may be passed through a first orderfilter which reflects the roll damping model through Equations (48) and(52). The above estimated variables may be used as feedback to thevehicle dynamics control systems to achieve the vehicle yaw stabilitycontrol, the vehicle sideslip control, and the vehicle roll stabilitycontrol.

The details of step 326 are further described in FIG. 16, where in step326 a, an adaptive gain ρ is adjusted based on the vehicle drivingconditions. In step 326 b, another adaptive gain λ is adjusted based onthe vehicle driving conditions. Those two gains are used to assemble thetwo independent characterizations of the lateral velocity dynamics (17)and (20) together with a linear lateral velocity so as to obtain thedynamics shown in (66). The digital implementation of the solution for(66) is performed in step 326 c, d and e, which are summarized in (67).Notice that ρ and λ play important roles here for (67) to achieve robustcomputation. For example, when the vehicle is driven at its lineardynamics range, the linear lateral velocity is a good indication of thetrue lateral velocity, hence the gain λ will be picked at its maximumvalue. That is, the computation in (43) will most likely to converge tothe linear lateral velocity.

The details of step 328 are further described in FIG. 17. In step 328 a,the first set of global roll and pitch angles are computed, which canaccurately characterize the true vehicle attitudes during steady statedriving conditions. Such computations use the formula in (7), i.e., usesthe algebraic relationship among the roll, pitch and yaw angular rates.In step 328 b, the second set of global roll and pitch angles arecomputed using the formula in (9), i.e., they use the accelerationstogether with the computed variables such as the linear lateralvelocity, the longitudinal velocity and yaw angular rate. Suchcomputations may only characterize the vehicle's true attitudes when thevehicle is driven in its linear dynamics range. In step 328 c, thereference lateral velocity and the second set of attitudes are usedtogether to compute the so-called reference attitudes using formula(36). The vehicle driving conditions are discriminated in step 328 dbased on a series of functional conditions shown in (35). In step 328 e,the feedback gains are determined for the attitude errors between thefinal computation of the vehicle attitudes and the first set ofattitudes, the second set of attitudes, and the reference attitudes.Step 328 f uses those gains to generate a linear combination of thethree sets of attitude errors generated in step 328 e and feed them backto Euler dynamics shown in (63). The final error feedback structures areshown in (64) for roll attitude and in (65) for pitch attitudes. In step328 g, the global attitudes are finally calculated based on the digitalimplementation of (64) and (65).

In FIG. 18, the computation in FIG. 16 continues in step 342 where theroad surface mu is determined. The road bank and road inclination aredetermined in step 344 and 346 respectively. The road curvature isdetermined in step 348. In step 350, the driver's intent is determined.The dominated vehicle dynamics discrimination is performed in step 352.In step 354, if the roll motion is determined to be a dominated motiondirection, the roll stability control will be prepared and performedthrough wheel lift detection (step 360), wheel departure anglecomputation (step 362), enabling the RSC controller and preparing theRSC controller (step 364) and command the actuator through prioritylogic (step 20 b). If step 354 shows roll motion is not dominated, thenstep 356 is conducted where yaw motion is checked for dominance. If theyaw motion is dominated motion, then the yaw stability control isperformed through under-steer/over-steer determination (step 370),enable YSC controller and prepare YSC controller (step 372),under-steer/over-steer control command determination, and the finalactuator commanding (step 20 b).

If in step 356, the yaw motion is not a dominated motion, then thesideslip dominance will be checked in step 358. If there is a largevehicle lateral sliding, the side slip control will be initiated throughsideslip and its velocity computation (step 380), enable sideslipcontroller (step 382), over-steer control command (step 384) andpriority logic (step 20 b). If the vehicle's sideslip angle and/or itsvelocity are below some thresholds, step 400 will be performed.

Notice that FIG. 18 only shows a single motion dominance case. Thosemotions might happen simultaneously and more than one motion maydominate the total vehicle motion. In such cases, it is not hard to findthat the thresholds used in checking motion dominance for steps 354, 356and 358 might need to be a function of the accelerations, roll and yawrate and vehicle sideslip angle. From this point of view, theaforementioned strategy does not lose its generality. That is, if noneare very dominant based on the thresholds, a blending of variouscontrols may be performed. The amount of blending and type of blendingmay be vehicle specific based on various conditions. For example, a lookup table may be determined based on the conditions, the contents ofwhich are determined during the testing phase of the vehicle in much thesame way as engines and transmissions are calibrated. One specificblending method is maximum rule. That is, during an RSC event, if theroll characterization, the yaw characterization and sideslip angle areall greater than certain blended thresholds, the brake control pressureat the front outside wheel will be the maximum of the three feedbackbrake pressures generated for roll stability control, yaw stabilitycontrol and the sideslip control. RSC control command usually takes thepriority over the other functions most of the time. Hence prioritizationcould be also thought as one of the blending methods used.

In FIG. 19, step 410 is conducted for determining the external hazard.If the external hazard level is below a threshold at step 420, theprocess goes back to its starting point at step 300 shown in FIG. 13.Otherwise, step 430 is performed where crash mitigation system isinitiated. In step 440, control commands are sent to brake controlmodule and powertrain control module to stop the vehicle. In step 450,the passive safety system, such as the restraint control module, areprepared. If in step 460, the restraint control module determines thatthe passive safety device activation criteria exceed a series ofthreshold, the restraint control module will activate appropriatepassive safety countermeasures. If the passive safety device activationcriteria do not exceed thresholds, step 400 is restarted.

While particular embodiments of the invention have been shown anddescribed, numerous variations and alternate embodiments will occur tothose skilled in the art. Accordingly, it is intended that the inventionbe limited only in terms of the appended claims.

What is claimed is:
 1. A method of controlling a system in a vehiclehaving a controller to carry Out operations comprising: determining alateral acceleration; determining a moment due to lateral tire threes inresponse to the lateral acceleration; determining a first coefficientrelated to vehicle mass and spring, roll rate; determining a secondcoefficient related to vehicle spring rate and roll inertia; determininga normalized vertical suspension force induced roll moment using thefirst coefficient, the second coefficient and the moment due to lateraltire forces in response to the lateral acceleration; determining arelative roll angle in response to the normalized vertical suspensionforce induced roll moment; and controlling the system in response to therelative roll angle.
 2. A method as claimed in claim 1 wherein the stepof determining a first coefficient further comprises determining thefirst coefficient in response to a vertical displacement of a vehiclecenter.
 3. A method as claimed in claim 1 wherein controlling the systemcomprises controlling a safety system.
 4. A method as claimed in claim 3wherein controlling a safety system comprises controlling a yaw controlsystem.
 5. A method as claimed in claim 3 wherein controlling a safetysystem comprises controlling a rollover control system.
 6. A method asclaimed in claim 1 wherein controlling the system comprises actuatingbraking on the vehicle.
 7. A method as claimed in claim 1 whereincontrolling the system comprises actuating steering on the vehicle.
 8. Amethod as claimed in claim 1 wherein controlling the system comprisesdeploying a rollover curtain.
 9. A method as claimed in claim 1 whereincontrolling the system comprises deploying an airbag.
 10. A method asclaimed in claim 1 further comprising the steps of: determining alongitudinal acceleration; determining a moment due to longitudinal tireforces in response to the longitudinal acceleration; determining a firstcoefficient related to vehicle mass and spring pitch rate; determining asecond coefficient related to vehicle spring rate and pitch inertia;determining a normalized vertical suspension force induced pitch momentusing the first coefficient, the second coefficient and the moment dueto longitudinal tire forces in response to the longitudinalacceleration; determining a relative pitch angle in response to thenormalized vertical suspension force induced pitch moment; andcontrolling the system in response to the relative pitch angle.
 11. Amethod as claimed in claim 10 wherein the step of determining a firstcoefficient further comprises determining, the first coefficient inresponse to a vertical displacement of a vehicle center.
 12. A method asclaimed in claim 10 wherein controlling the system comprises controllinga safety system.
 13. A method as claimed in claim 12 wherein controllinga safety system comprises controlling a yaw control system.
 14. A methodas claimed in claim 12 wherein controlling a safety system comprisescontrolling a rollover control system.
 15. A method as claimed in claim10 wherein controlling the system comprises actuating braking on thevehicle.
 16. A method as claimed in claim 10 wherein controlling thesystem composes Actuating steering on the vehicle.
 17. A method asclaimed in claim 10 wherein controlling the system comprises deploying arollover curtain.
 18. A method as claimed in claim 10 whereincontrolling the system comprises deploying an airbag.
 19. A method asclaimed in claim 10 further comprising the steps of: determining avehicle global roll angle from a roll rate signal and a pitch ratesignal; determining a vehicle global pitch angle from a roil rate signaland a pitch rate signal; and controlling the system in response to theglobal roll angle and the global pitch angle.
 20. A method as claimed inclaim 19 further comprising the steps of determining the global rollangle from a vehicle lateral velocity; and determining the global pitchangle from a vehicle lateral velocity.
 21. A method as claimed in claim20 wherein controlling the system comprises controlling a safety system.22. A method as claimed in claim 21 wherein controlling a safety systemcomprises controlling a yaw control system.
 23. A method as claimed inclaim 21 wherein controlling a safety system comprises controlling arollover control system.
 24. A method as claimed in claim 19 whereincontrolling the system comprises actuating braking on the vehicle.
 25. Amethod as claimed in claim 19 wherein controlling the system comprisesactuating steering on the vehicle.
 26. A method as claimed in claim 19wherein controlling the system comprises deploying a rollover curtain.27. A method as claimed in claim 19 wherein controlling the systemcomprises deploying an airbag.